The trials and tribulations of the Largs and Millport Union Steam Boat Company have been related up until the close of 1856. At that point, the company had a fleet consisting of the new Jupiter, the Venus and Vesta that were relatively new, the Star that was ageing but strongly built, and two of the original steamers of the company, Lady Brisbane, and Lady Kelburne, both strongly built but more than 10 years old. Alexander M‘Kellar was now the leading light, and was master of the Jupiter. The two-funnelled steamers Jupiter and Venus were most commonly to be found on the Arran Service, the Star and the Lady Kelburne, generally on the Ardrossan and Ayr route, and Lady Brisbane and Vesta serviced Largs and Millport, with the latter catering to excursion traffic.
Lady Brisbane and Lady Kelburne in 1845
It was in 1854 that the company first experienced serious competition for the summer excursion trade, first to Arran with the Eagle sailing to Arran by way of Rothesay, and a year later when the Reindeer and Merlin challenged for the Largs and Millport trade. The robust year-round service offered by the Largs and Millport Company was able to maintain their dominance, and by the end of 1856, the Arran by Rothesay excursion trade was their only competition. In 1857, there arose much more significant opposition by steamers, closely associated with the Caledonian Railway, to gain a foothold in the Largs and Millport trade.
The Largs and Millport Company’s winter service was invariably in the hands of the older steamers. On January 9th, sailings from Glasgow to Arran were reduced to once a week, on Saturdays at 10.45 a.m., returning on Monday mornings.
“Sailings once a week to Arran.—Till further notice, one of the Largs Company’s steamers will sail from Glasgow every Saturday, at a quarter before eleven a.m., for Largs, Millport, Brodick, and Lamlash. Returning on Monday Mornings.”—Glasgow Herald, January 9, 1857
On Tuesday 14th April, additional sailings to Arran on Tuesdays and Thursdays were added to the Saturday sailing, and left Bridge Wharf at 12.30 p.m., returning from Lamlash on the following mornings.
The winter Largs and Millport sailing from Glasgow at 2 p.m., returning from Millport in the morning was augmented on Tuesday 21st April, by a sailing from Glasgow at 10.15 a.m., returning in the evening. On May 9th, the sailing to Ardrossan and Ayr was resumed by the Star or Lady Kelburne at 12.30 p.m. from Bridge Wharf, returning from Ayr at 7.45 a.m. and Ardrossan at 9.30 a.m. The Arran steamer was switched to leave Bridge Wharf at 2 p.m (train 3 p.m.) daily to Brodick and Lamlash, returning the following morning, and a late sailing to Largs and Millport was added at 4.30 p.m. (train 5 p.m.).
Lady Kelburne
The company thus had four steamers calling daily at Largs and Millport in the weeks before the season began. In the previous year, there was no direct competition on the Largs and Millport route. In sailings to Arran, however, the Eagle, sailing to Arran by way of Rothesay and Kilchattan Bay had captured a considerable amount of summer excursion business. There was also the Isle of Arran, sailing year-round from Ardrossan to Arran in connection with the Glasgow & South-Western Railway.
The route by railway and the Isle of Arran from Glasgow was a factor of three or four more expensive than sailing all the way. By Ardrossan, first and cabin was 7s 6d while sailing from Glasgow, the cabin steamer fare was 2s and even first and cabin by Greenock was 3s. The winter service by Ardrossan involved sailings on Saturdays and Tuesdays, returning on Mondays and Thursdays. In April this was increased to three sailings a week from Ardrossan, on Tuesdays, Thursdays, and Saturdays at 12.30 p.m. on arrival of the 10.30 a.m. train from Glasgow, returning on Mondays, Wednesdays, and Fridays, for the 2.15 p.m. train to Glasgow. There was a special sailing to Arran and Campbeltown, leaving Ardrossan at 10 a.m. on 26th May. Daily service began on June 1.
“Arran via Ardrossan, The steamer Isle of Arran will leave Ardrossan for Arran after 1st June, every morning at half-past 9, after the arrival of the 7 train, leaving Lamlash half-past 2, and Brodick at a quarter-past 3, for the quarter-past 5 train to Glasgow; also ever Friday afternoon, on the arrival of the 4.15 express from Glasgow; returning Monday morning for the express train, leaving Lamlash at a quarter to 6, and Brodick at half-past 6, for the express train up. Return tickets issued on Fridays and Saturdays are available on Mondays.
“P.S.—When pleasure trips are given on Wednesdays (weather favourable), the steamer may not return in time to meet the train on these days.—Ardrossan, May 26, 1857.”—Ardrossan Herald, May 30, 1857
As an example, on July 22, the Wednesday pleasure trip was to Campbeltown, or, if the weather was unfavourable, through the Kyles of Bute.
On 2d October the schedule reverted to three days a week with the same timings as in April. On December 26th, it was further reduced to two sailings a week on Saturdays and Tuesdays, returning on Mondays and Thursdays.
The other passage to Arran from the Ayrshire coast was a weekly call from the Stranraer steamers Caledonia or Scotia that sailed from Ayr to Campbeltown on Fridays at 1 p.m, calling off Kildonan and Clauchog shore on Arran, returning from Campbeltown on Saturdays at 9 morning in time for the 11 a.m. train to Glasgow at 9 morning. In September of 1857, there was an accident at Clauchog.
“Melancholy accident.—A most painful event happened on Wednesday morning, off the South end of Arran. The steamer Scotia, which sailed from Campbelton at half-past 6 a.m. for Ayr, called off Clauchog station. The ferry-boat got alongside, and discharged all her passengers except two, and another who was going ashore, and had commenced to get out the grain with which she seemed to be heavily loaded. There being a pretty fresh breeze blowing in-shore, Captain M‘Ewan gave orders to the engineer to put on half speed, in order to wear the steamer off the rocks. The ferry boat was dragged for some distance right behind the paddles, when it was evident that unless the steamer stopped, or the boatmen let go of the rope, danger was imminent. The ferryboat rapidly filled with water, and in another moment five fellow creatures were struggling with the waves. The Scotia’s boat was lowered and manned with considerable alacrity, and three of the men in the water who happened to be good swimmers, were in about ten minutes relieved from their perilous situation. One of the boatmen who held on by the ferry-boat, which was still attached to the steamer, was got hold of and pulled on board, but the other, who could not swim, after making a few feeble struggles, sank to rise no more. The names of those in the boat at the time of the accident are—Mr. Geo. Duff, slater, Ayr, saved; Mr. George Himmers, Arcade, Glasgow, saved; Mr. William M‘Allister, Arran, saved; Duncan Cook, boatman, saved; James Henry, boatman, drowned. The deceased has left a widow and small family, and was much respected for his obliging and sober habits. One or two gentlemen on board, along with the captain and engineer, subscribed about £4 for behoof of the widow. It is intended, if possible, to increase this sum, and any one feeling inclined can forward their mite to Mr Balmaid, Clydesdale Bank, Ayr, who has kindly agreed to take charge of subscriptions.”—Ardrossan Herald, September 26, 1857
In the summer of 1857, there was further opposition, this time on the Glasgow and Ayr station. This was an attempt to establish a year-round service for passengers and cargo between the two ports, and in June, the steamer Robert Burns was launched at the Rutherglen yard of Messrs T.B. Seath.
“Launch at Rutherglen.—Yesterday afternoon there was launched, from the shipbuilding yard of Mr. T.B. Seath, at Rutherglen, a fine screw steamer, named the Robert Burns, intended to ply, with goods and passengers, between Glasgow and Ayr. The dimensions of the Robert Burns are as follow:—length, over all, 110 feet ; breadth of beam, 18 feet 6 inches, depth of hold, 9 feet; burden, 200 tons builders’ measurement. She will be propelled by two direct-acting non-condensing engines of 50 horse-power, from the establishment of Messrs. A. & J. Inglis, engineers, Whitehall Foundry. The vessel will be furnished with folding masts and funnel, which will enable her to pass beneath the arches of the Broomielaw Bridge to her station at the Custom-house Quay, from which she will start every alternate day. Cabin passengers will be accommodated in a saloon on deck, while steerage passengers will be amply provided for in the fore part of the vessel. She will be ready to commence plying on the station in three weeks, and will be under the command of Captain Oman. At present, passengers to and from Ayr have only regular steamer accommodation during the summer months; whereas, when this line is established, of which the Robert Burns is the first vessel launched, travelling facilities will be had both during summer and winter. We may add that this is the fifth vessel that Mr. Seath has launched from his yard during the past twelve months, and that he is at present building a steamer for the upper navigation, to be called the Royal Burgh.”—Glasgow Herald, June 24, 1857
The new service began in August.
“Steamer Robert Burns.—This steamer, belonging to the recently started company, commenced plying upon her station between this and Glasgow last Thursday, by landing somewhere about a hundred tons of goods upon our quay from the Broomielaw. She has large stowage, and, for a screw, great speed. If supported, as she promises to be, indeed as, from the parties who have started her, she is sure to be, the goods traffic to Ayr by the railway must be greatly diminished. —Ayr Observer,”—Commonwealth, August 15, 1857
She was equipped with a crane for handling cargo.
“New arrival.—The Robert Burns steamer, recently launched, and employed to carry traffic between Ayr, Ardrossan, Greenock, and Glasgow, for the first time called at Ardrossan on Thursday last. She seemed to have a good cargo on board; and there is fitted up upon her deck a steam-crane for discharging the goods, made by our enterprising townsmen Robertson & Millar.”—Ardrossan Herald, August 8, 1857
“For Ardrossan and Ayr.—The Ayr and Glasgow Steam Packet Company’s new screw steamer Robert Burns, sailing every Tuesday, Thursday, and Saturday morning. Goods received till eight o’clock on the above mornings, but goods sent to their berth (west end of the Steamboat Quay) the previous day up till eight p.m., will be received and taken charge of by Cunningham & M‘Caskill, Agents, 10 William Street.—Greenock, 13th August, 1857.”—Greenock Telegraph, August 15, 1857
The Robert Burns provided a feeder service for Messrs Steele’s Earl of Carrick sailing from Ayr to Liverpool
“Regular steam communication between Glasgow and Ayr, calling at Greenock, Largs, and Ardrossan.—The Ayr and Glasgow Steam Packet Co.’s new and powerful screw steamer Robert Burns, Captain Oman, will ply between the above ports with goods and passengers, starting from Custom-house Quay. Leaving Ayr, every Monday, Wednesday, and Friday, at 6 a.m. Leaving Glasgow, every Tuesday, Thursday, and Saturday, at 6 a.m.
“Freights moderate.—Vessel’s berth at Glasgow is a Custom House Quay, foot of Jamaica Streeet. There is a store adjacent to the steamer’s berth at Ardrossan, and goods can be received can be received from town or country at any time. Goods for Liverpool from Glasgow or Greenock, via Ayr, in connection with the steamer Earl of Carrick, at very moderate rates. —For further information apply to the agents, James Steel & Son, 24 Robertson Street, Glasgow; Cunningham & M‘Caskill, 10 William St., Greenock; Thomas Steele, 27, Harbour Street, Ayr; or here to Robert Allison, Ardrossan, Sept., 1857.”—Ardrossan Herald, September 12, 1857
The Robert Burns was a plucky sea-boat and proved herself sailing through a number of autumn gales. An article in the Glasgow Courier of September 29 reported that “The S.S. Robert Burns, while on her passage to Ayr, was obliged to run for shelter.” The Greenock agent for the company was quick to point out the error.
“Some of the Glasgow newspapers, in noticing the effects of Saturday week’s gale, mentioned that the S.S. Robert Burns had to run for shelter, which was not the case, as the vessel continued her voyage against the full fury of the gale and arrived safely at Ayr. Two other screw steamers which left in the morning along with the Robert Burns put back this may have given rise to the mistake.”—Greenock Telegraph, October 6, 1857
In the teeth of a north-easterly gale the following month, the Greenock Telegraph of November 5 noted “The S.S. Robert Burns took 11 hours between Ayr and this port.”
In 1858, her schedule was reduced to running just twice a week.
“Change of days of sailing.—The new S.S. Robert Burns will leave Ayr for Glasgow, calling at Ardrossan, Largs, and Greenock, every Monday and Thursday at 8 a.m. Glasgow for Ayr every Thursday evening about 9 o’clock, and every Friday morning at 6 o’clock—calling on Tuesdays at Greenock, and Ardrossan, and on Fridays at Greenock, Largs, Millport, and Ardrossan.—James Steel & Son, 24 Robertson Street.”—Mail, January, 30, 1858
“The steamer Robert Burns is intended to resume sailings end of next week, leaving Ayr for Glasgow every Monday and Thursday, at 8 a.m. Glasgow for Ayr every Tuesday and Friday, at six a.m. calling at Ardrossan, Largs, and Greenock. For further particulars, apply to Thomas Steele, 27, Harbour Street, Ayr. Robert Allison, Harbour, Ardrossan.—Ayr, 22nd April, 1858.”—Ardrossan Herald, April 24, 1858
“Ayr and Glasgow steamer.—Until further notice, the S.S. Robert Burns will sail from Ayr every Wednesday and Friday morning at 8 o’clock, and from Glasgow every Monday and Thursday at same hour, calling at Ardrossan, Largs, and Greenock, goods received at Greenock Berth till 9 a.m.—Cunningham & M‘Caskill, 19, William Street.—Greenock, 9th July, 1858.”—Greenock Telegraph, July 17, 1858
The following year she was laid-up and offered for sale.
“Sales by auction.—At Ayr.—Screw steamer for sale.—In the Town’s Buildings, Ayr, on Thursday, April 14, 1859, at one o’clock afternoon, upset price, £2,000, the screw steamer Robert Burns.—Particulars as follows:—built at Glasgow in 1857; has only been ten months at work; length, 106 feet; beam 18½ feet; depth 8½ feet; net register, 59 tons; hull extra strong; carries 140 tons dead weight on 7½ feet draught of water; has two non-condensing engines of 40-horse power; boiler all of Lowmoor iron, with brass tubes; steams 9½ knots per hour; is very economically wrought, well found, and in excellent order. Licensed to carry 373 passengers on the river. Vessel can be seen at Ayr.
“For further particulars apply to Thos. and Wm. Paton and Co., Brunswick-street, Liverpool; to James Steel and Son, 24, Robertson-street, Glasgow; to Cunningham and M‘Caskill, Greenock; or to Thos. Steele, 27, Harbour-street, Ayr.—Ayr, April 1, 1859.”—Shipping and Mercantile Gazette, April 5, 1859
She was sold by private bargain and over the summer was sailing between Dundrum and Liverpool.
“Ayr.—The S.S. Robert Burns was on Thursday exposed to sale in the Town’s Buildings, by Mr Girvan, auctioneer, and no bidders having offered the upset price, it was subsequently disposed of, by private bargain, to the Dundrum and Newcastle Steam Packet Company (Limited), for £1,700, her original cost being £3,800. The S.S. Dumfries, which cost £1,000 more, was sold last week for £2,000, thus showing the extent of the depreciation which has of late taken place in this class of shipping.—Ayr Examiner.”—Glasgow Courier, April 19, 1859
However, returning to the sailings from Glasgow in 1857. Opposition to the Largs and Millport steamers on the Arran station was anticipated. Messrs Tod & MacGregor had launched two river steamers early in the new year, and, with an eye on the poor coordination between the Caledonian Railway at Greenock, and the steamboat proprietors, agreed to place one of them on the Largs, Millport, and Arran station, and the other on the Rothesay and Kyles of Bute stations in connection with the express trains.
“Summer arrangements for the Sea Coast.—The newly advertised arrangements published by the Greenock Railway and Clyde Steamers for the ensuing summer, evince much care in catering for the public convenience, and are on the whole, the most complete as regards frequency of accommodation and suitable hours for train and steamers, that have yet been arranged. Several of the morning up trains have been slightly altered from last year’s hours, and the steamers time to suit their departures, and will thus accommodate all classes of travellers more conveniently than hitherto. We learn that new steamers of great speed and with first-class accommodation are to be put on in connection with the express trains.”—Mail, April 2, 1857
The two steamers, named Spunkie and Kelpie, were 191¼ feet in length, by 18¼ feet in breadth and 7¾ feet in depth, powered by steeple engines of 100 h.p. The railway was quick to advertise them, likely just a few days after they were launched.
“Glasgow and Rothesay.—On and after to-day and until the fast and commodious new steamers Spunkie and Kelpie, built by Messrs Tod & M‘Gregor, are finished, which will be in about three weeks, the steamer Craignish Castle will sail to and from Greenock, Gourock, Kirn, Dunoon, Inellan, and Rothesay, as under:—from Glasgow at 3 p.m., train at 4 p.m.; from Rothesay at 9 a.m.—Glasgow, April 17, 1857.”—Mail, April 21, 1857
A drawing of Spunkie
The two new steamers were sailing by the beginning of May.
“The summer steamboat arrangements commence on the 15th proximo, and will lead to a great increase of traffic, as new and fast steamers are to be placed on the Largs and Rothesay routes. The Spunkie, a new steamer built by Messrs Tod and Macgregor for the former station, passed down the river on Saturday, and seemed to possess great speed.”—Greenock Advertiser, April 28, 1857
“The new sister river steamers Spunkie and Kelpie, built and engine by Messrs Tod & Macgregor, and intended to run on the Rothesay and Largs stations in connection with the Caledonian Railway, crossed to Gareloch on Saturday to adjust compasses.”—Greenock Advertiser, May 5, 1857
There appeared to have been some teething troubles and details of the trials were not publicized. However, an optimistic view was taken, although the Kelpie was not quite ready.
“Additional accommodation to Largs, Millport, and Arran.—After the 15th inst. the new steamer Spunkie leaves Lamlash every lawful morning at 5.45, calling at Brodick about 6.15, Millport 7.15, Largs 7.45, Wemyss Bay, 8.10, and arriving at Greenock in time for the 9.15 express train for Glasgow. She leaves Glasgow every afternoon at 2.50, calling at all the ferries, and in connection with the express train leaving Glasgow at 4 o’clock. Passengers for Rothesay going on board at any of the ferries in the River will be transferred to the Kelpie or Rothesay Castle at Greenock.”—North British Daily Mail, May 14, 1857
“The swift-sailing steamers Rothesay Castle and Kelpie, will leave Rothesay, on and after the 15th instant, every lawful morning at *7 o’clock, in connection with the 8.45 express train for Glasgow; 7.45 a.m., in connection with the 9.15 express train for Glasgow; and 10 a.m., in connection with the 11.30 express train for Glasgow. Returning from Glasgow every afternoon at 3 o’clock, in connection with the 4 p.m. express train from Glasgow; and at 4 o’clock, in connection with the 5 p.m. express train from Glasgow.
“*This boat goes no further than Greenock; and the steamer for the second express up train starts from Kames at 6.30, and calls, on her way to Rothesay at Tynabruich, Colintrave, Ormidale, and Port-Bannatyne.”—North British Daily Mail, May 14, 1857
However, when the 15th of May arrived, along with the new Caledonian Railway timetables and connections, the company was obliged to post the following notice.
“Caledonian Railway, Greenock Section.—Railway & Steamboat summer arrangements.—Owing to unforeseen circumstances the new steamers Spunkie and Kelpie will not start for a few days; but the Craignish Castle will leave Rothesay at 7.30 a.m. for the 9.15 up express train, and will leave Glasgow at 2.45 p.m., direct to Greenock for Rothesay in connection with the 4.00 p.m. down train. Stations on the Kyles of Bute will not be taken at these hours till the Kelpie comes out. The Spunkie will not run from Arran and Millport in connection with the 9.15 a.m. up express train and the 4.00 p.m. down train, for a few days, due notice of which will be given. —Company’s Offices, 138 W George Street, Glasgow, May 14, 1857.”—Mail, May 15, 1857
The start date for the new services was put back to June 1.
“An alteration will take place in the summer arrangements of the Caledonian Railway on the 1st proximo, by which farther facilities will be given to the travelling public by additional train and steamer accommodation. The two new steamers Kelpie and Spunkie will begin to run in connection with the railway on that date.”—Glasgow Courier, May 30, 1857
“The Clyde steamers.—On Saturday the Clyde steam traffic may be said to have commenced, all the steamers, in consequence of the beautiful weather that has now set in, having had full cargoes of passengers. Several steamers had large excursion parties from different public works, with full bands of music. The Alliance twin steamer sailed at half-past 10 o’clock to Garelochhead, with a full complement of passengers, and returned in the evening crowded with others that she had picked up at the ferries and piers. The two new steamers Kelpie and Spunkie likewise commenced plying, the one at a quarter before three and the other at three—the one touching at the ferries, and the other running express to Greenock, where they assorted passengers for Largs on the one hand, and Rothesay on the other. This of itself is something new in the steam way.”—Mail, June 1, 1857
“Additional accommodation to Largs, Millport, and Arran.—The fine new steamer Spunkie has commenced to sail, daily, from Bridge Wharf, at 2.50 p.m., for Greenock, Gourock, Largs, Millport, and Arran,—returning from Lamlash every morning at 5.30, in time for the 9.15 express train at Greenock.
“The fine new steamer Kelpie, has commenced to sail from the Bridge Wharf at 3 p.m., direct for Greenock, Kirn, Dunoon, Innellan, Rothesay, and Kyles of Bute,—leaving Kames point at 6.30 morning, and Rothesay 7.45, in time for the 9.15 express train at Greenock.
“Passengers for Kirn, Dunoon, Rothesay, &c., coming on board the Spunkie at the ferries on the River, can be transferred to the Kelpie at Greenock.”—North British Daily Mail, June 1, 1857.
The problems, however, were not ended.
“Additional accommodation to Largs and Arran.—The fine new steamer Spunkie has commenced to sail, daily, from Bridge Wharf, at 2.50 p.m., for Greenock, Gourock, Largs, Millport, and Arran,—returning from Lamlash every morning at 5.30, in time for the 9.15 a.m. express train at Greenock. Passengers for Kirn, Dunoon, Rothesday, &c., coming on board the Spunkie at the ferries on the river, can be trandferred to the Craignish Castle at Greenock.
“Notice.—The new steamer Kelpie is withdrawn from the Rothesay and Kyles of Bute station till Saturday. The Craignish Castle steamer will take her place, sailing for Rothesay only, at 15 minutes before three afternoon, returning from Rothesay at half-past seven morning.—Glasgow, June 2, 1857”—North British Daily Mail, June 3, 1857
The Largs and Millport Co. responded to the Spunkie with the morning steamer to Arran.
“Additional sailings to Largs, Millport, and Arran.—The splendid sea-going steamers Jupiter or Venus, will leave Glasgow Bridge Wharf on and after Saturday, the 6th inst., at half-past seven a.m., for Largs, Millport, Brodick, and Lamlash, returning to Glasgow in the evening.”
“Present fares to Largs or Millport: single journey, cabin, 1s 6d, steerage, 1s 0d; return tickets, cabin, 2s 0d, steerage, 1s 6d: to Brodick or Lamlash: single journey, cabin, 2s 0d, steerage, 1s 6d, return tickets, cabin 3s. 0d., steerage, 2s 0d.”—Mail, June 4, 1857
Jupiter
The one route that was not filled by the middle of June was the excursion from Glasgow to Arran by way of Rothesay and Kilchattan Bay. The usual steamer was involved in the Rothesay trade, committed until the first of July.
“Passengers’ arrangements to the coast.—The railway coast arrangements for this season are characterised by great speed and punctuality. The down express trains, drawn by new and powerful engines, which accomplish their work with ease, make the run, although heavily laden, from between 35 to 40 minutes, and the ordinary trains possess similar regularity. The finger posts and conspicuous direction boards for passengers passing to and fro between the railway and the steamers have been erected in East Quay Lane, and at the west corner of Customhouse, Greenock, and serve to prevent confusion and mistake in the destination of the various boats which also bear on their paddle-boxes, boards on which the names of the places to which they ply are legibly painted. The swiftest steamers on the river, and, we may add in the kingdom, are now running in connection with the railway, viz., Mountaineer (shortly to be succeeded by the Iona), Rothesay Castle, Jupiter, Kelpie, Spunkie, Mail, Vulcan, &c., which convey their passengers to the extremities of their roots (in comparatively speaking) very brief periods. For instance, passengers are generally landed in Rothesay within 65 minutes and in Arran in 2 hours 15 minutes after leaving Greenock, thus making the time occupied in travelling between these places and Glasgow 1h. 45 m. in the one case, and 2h. 55 m. in the other. Such results cannot fail to be highly satisfactory to coast visitors and travellers, and will no doubt bring that increase of the passenger traffic which the railway company merits by its spirited efforts.”—Mail, June 13, 1857
At the end of May, the Diamond, a new steamer for the Clyde was advertised to take up the sailing on the 1st of June, but on that date, the station remained vacant.
“Glasgow and Arran.—Favourite route, via Rothesay.—The new and commodious steamer Diamond will commence plying on the above station, about the 1st June, leaving Glasgow about 8 a.m.; returning in the evening.”—May 28, 1857.”—North British Daily Mail, May 27, 1857
The Diamond was an iron paddle steamer, likely built as Sylphide for Baltic services in 1853 by Messrs James Henderson & Son, Renfrew. She returned to Scotland in 1856, and after attempts to sell her, she was likely refurbished and renamed by her builders for sailing on the Clyde.
The vacant station attracted some comment.
“River accommodation.—To the Editor of the North British Daily Mail.—This subject has been mooted more than once in your valuable columns, by way of suggestion, to our enterprising river steamer proprietors, in making their summer arrangements; and although these are now all but complete for the season, there is still one route, and a favorite one, yet until commenced—viz., Glasgow to Arran via Bute. At the same time, I see it advertised “just going to begin,” but ere the worthy proprietors of the Diamond do so, I would suggest, as an improvement in their arrangement of the hours of sailing, that on Saturdays they leave here at 2 o’clock p.m. instead of 8 a.m., returning from Arran at an early hour on Monday morning (issuing return tickets), and I have no hesitation in saying they would nett more in these two days by such an arrangement than in their usual way. Should it be an objection that Saturday is a harvest day for “day sailors,” to meet this let another steamer be put on for that day alone, as, if the weather is fine, there are no fears of freights for the two, and as for the Monday, unless at the Fair times, it is generally a slack day with them.—By your inserting the above at your earliest convenience, I have no doubt while you oblige the writer you will be doing a good turn to not a few, and more especially should it have the desired effect in the proper quarter.—I am &c., A Frequenter of the Route.—Glasgow, 28th May, 1857”—North British Daily Mail, May 30, 1857
It was not until June 20th that the Diamond made her appearance, but she made an immediate impression, and on Monday, June 22, the North British Daily Mail, reported that “The fine new steamer Diamond started on the Arran station on Saturday, and promises to be the swiftest steamer on the river.”
“Pleasure sailing.—Favorite Route to Arran and back same day, via island of Bute. On and after Saturday, 20th June 1857, the swift and splendid steamer Diamond will leave—Glasgow at 8 a.m., Greenock about 9.45, Kilcreggan 10, Kirn 10.10, Dunoon 10.15, Innellan 10.30, Rothesay about 11, every lawful day for Brodick and Lamlash. Returning from Lamlash about 2.15 p.m., and from Brodick about 2.45 p.m. calling at all the intermediate ports. The steamer calls at Kilchattan Bay going and returning. Return tickets issued from Glasgow to any of the intermediate ports at the usual rates. Fares from Glasgow to Arran: return, cabin 3s, steerage 2s; single, cabin 2s, steerage 1s 6d; from Greenock, Kilcreggan, Kirn, Dunoon, and Innellan to Arran: return, cabin 2s, steerage 1s 6d; from Rothesay to Arran: return, cabin 1s 6d, steerage 1s.”—Mail, June 24, 1857
The usual steamer for the station, Eagle, was engaged on the Rothesay station.
“Glasgow & Rothesay.—The swift steamer Eagle will sail every lawful day (casualties excepted), at eleven o’clock for Greenock, Gourock, Kirn, Dunoon, Innellan, and Rothesay, returning in the evening. The Eagle also sails every Saturday evening from Glasgow, at eight o’clock, direct to Gourock, Kirn, Dunoon, Innellan, and Rothesay, returning every Monday morning at 6.30, Innellan about 6.55, Dunoon about 7.10, Kirn about 7.15, Gourock about 7.30, and making no other stoppages on the passage. Return tickets issued.
“On Saturday a new river steamer, belonging to Messrs Henderson, and called the Diamond, made her first appearance. She is intended to ply between Glasgow and Arran, via Kilcreggan, Dunoon, and Rothesay, and steams very fast. She left Lamlash yesterday at 2.15, and, after touching at all the stations on her route, reached Greenock at 5.45 p.m. against the tide.”—Herald, June 24, 1857
However, the Eagle, late to join the fray, was also mentioned as taking up the station.
“Glasgow & Rothesay.—The swift steamer Eagle will sail every lawful day (casualties excepted), at eleven o’clock for Greenock, Gourock, Kirn, Dunoon, Innellan, and Rothesay, returning in the evening. The Eagle also sails every Saturday evening from Glasgow, at eight o’clock, direct to Gourock, Kirn, Dunoon, Innellan, and Rothesay, returning every Monday morning at 6.30, Innellan about 6.55, Dunoon about 7.10, Kirn about 7.15, Gourock about 7.30, and making no other stoppages on the passage. Return tickets issued.
“The Eagle will resume the Arran trade on or about the 1st July.”—Mail, June 26, 1857
The Largs and Millport Company, continued with its usual scheduling through the summer.
“Largs, Millport, and Arran steamers.—The fine sea-going steamer Venus sails from Glasgow every morning at half-past 7 o’clock, for Largs, Millport, Brodick, and Lamlash, returning in the afternoon, leaving Lamlash about three-quarters past one, Brodick about a a quarter-past two.”—Glasgow Herald, June 22, 1857
“The splendid new fast-sailing steamer Jupiter sails from Glasgow every afternoon at two o’clock, for Largs, Millport, Brodick, and Lamlash,—leaving Lamlash early every morning for Greenock and Glasgow. Fares from Glasgow to Brodick or Lamlash: cabin, single journey 2s 0d, returning 3s. 0d.; from Greenock to Brodick or Lamlash: cabin, single journey 1s 6d, return tickets 2s 6d Return tickets issued on Friday and Saturday by these steamers available on the following Monday by morning or afternoon boats.”—Glasgow Herald, June 22, 1857
The competition from the Spunkie was a significant threat to the business of the Largs and Millport Company, particularly as the Spunkie received good press reviews.
“On Thursday morning the new steamer Spunkie ran between Arran and Greenock in 2h. 55m., including stoppages at the intermediate places, upwards of half a dozen in number. She left Lamlash at 5.30, and arrived here at 8:25. The quickness of this run is, so far as we are aware, perfectly unprecedented.”—Mail, June 20, 1857
However, the Jupiter could hold her own.
“Unprecedented sailing.—On Thursday morning last the Jupiter steamer made the extraordinary run from Millport to Largs, and calling at Fairlie, in 19½ minutes, and from Largs to Greenock in 62½ minutes.”—Mail, July 6, 1857
Towards the end of June, it was announced that the Spunkie would have a consort. This was likely to be the repaired and reconditioned steamer Baron that was about to enter service with the Caledonian Railway connections. However, the steamer Mail, that was the Kyles of Bute steamer running in connection with the Railway, was sold to Russian owners, and the Baron was required to take up that station.
“Additional accommodation to Largs, Millport, and Arran.—The splendid new steamer Spunkie leaves Glasgow Bridge Wharf daily, at 2.50, for Greenock, Gourock, Largs, Millport, and Arran, in connection with the 4 o’clock express train.
“N.B.—Arrangements are making for another fast steamer to commence running early in July, leaving Glasgow in the Morning for Largs, Millport, and Arran, returning in the evening.
“Fares till further notice:—to Largs or Millport—single journey, cabin 1s 6d, steerage 1s 0d—return tickets, cabin 2s 0d, steerage 1s 6d; to Brodick or Lamlash—single journey, cabin 2s 0d, steerage 1s 6d—return tickets, cabin 3s 0d, steerage 2s 6d.”—Mail, June 27, 1857
The Kelpie failed to measure up to the rigors of the Rothesay route, and it was Kelpie that partnered Spunkie in July. The pair offered three sailings daily each way between Glasgow and Millport, and the extension to Arran was omitted.
“The steamer Kelpie sails daily to Greenock direct, Gourock, Largs, and Millport, not calling at Fairley.—From Glasgow at 4.05 p.m.—train, express at 5 p.m.; from Millport at 7 a.m.—train, express at 9.15 a.m.—Glasgow, 11th July, 1857.”—Glasgow Herald, July 13, 1857
“Pleasure sailing during the Fair.—The new steamers Kelpie or Spunkie sail daily to Greenock, Gourock, Largs, and Millport: from Glasgow, at 7.15 a.m., 12 noon, and 4.10 p.m.; from Millport, at 7 a.m., 10.45 a.m., and 3.45 p.m. Fares—single tickets: cabin, 1s 6d; steerage, 1s. No return tickets issues during the Fair Holidays.”—Mail, July 16, 1857
This schedule was maintained after the Glasgow Fair, and perhaps was more lucrative than the long journey to Brodick and Lamlash. On the Largs and Millport station, the new steamers were facing much older steamers in competition.
“The new steamers Kelpie and Spunkie sail daily from Bridge Wharf for Greenock, Gourock, Largs, and Millport: from Glasgow, at 7.15 a.m., 12 noon, and 4.10 p.m. train down, 8 a.m., and 5 p.m. express; from Millport, at 7 a.m., 10.45 a.m., and 3.45 p.m., train up, 8.45 a.m. express. Fares to Largs or Millport:—cabin, 1s 6d; steerage, 1s.; return tickets,—cabin, 2s.; steerage, 1s 6d. Parties going in the morning by the Spunkie or Kelpie can return by the evening boat or the following day. The 4.10 p.m. boat goes direct to Greenock.—Glasgow, July 24, 1857.”—Mail, August 8, 1857
Spunkie was badly damaged in a collision with the channel steamer Eagle at the end of August.
“Collision in the River.—Yesterday, an alarming collision took place in the river. The steamer Spunkie was on her voyage to Millport, and when near Bowling she was run into by the steamer Eagle, on her way up from Londonderry. She was struck in front of the paddle-box and much cut down. The passengers in the Spunkie were much alarmed, especially the female portion, who screamed in wild dismay. We are glad to state, however, that none of them suffered any injury. In the present state of our information, we can give no opinion whatever as to the causes which have led to this collision; but we have no doubt that a searching investigation will follow in due course.”—Glasgow Herald, August 28, 1857
The schedule was changed on the 24th of October with a single sailing from Glasgow to Largs and Millport at 3 pm, train at 4 p.m. from Glasgow, and a 7 a.m. return from Millport to meet the 8.45 a.m. up train at Greenock.
On July 18th, it was announced that the river steamer Eagle would shortly resume the Arran trade by way of Rothesay, and during Glasgow Fair, Diamond was sailing daily to Arran at 8 a.m., returning from Lamlash at 2.45 p.m., Rothesay at 4.15 p.m., and Eagle on Saturdays at 7.30 a.m. to Arran. The Arran sailing continued into August with Diamond or Ruby on the station. The end of the service came in a notice that Diamond would cease plying for the season to Arran on Tuesday 15th September but would commence sailing between Glasgow and Rothesay on the 16th, leaving Glasgow at 2 p.m. and Rothesay at 7 a.m.
The summer schedule for the Largs and Millport Company had sailings from Bridge Wharf, Glasgow to Greenock, Gourock, Largs, and Millport at 7.30 a.m. (train 8 a.m.) proceeding to Brodick and Lamlash, and returning from Lamlash at 1.45 p.m.; 9.15 a.m.; 10.30 a.m. (train 11 a.m.); 12.30 p.m. proceeding to Ardrossan and Ayr, returning from Ayr the following morning at 7 a.m., Ardrossan 8.30 a.m.; 2 p.m. (train 3 p.m.) proceeding to Brodick and Lamlash, returning from Lamlash the following morning; and 4.30 p.m. (train 5 p.m.). Steamers left Millport for Greenock and Glasgow at 6 a.m.; 7 a.m.; 10 a.m.; 2.30 p.m.; 4 p.m.; and 5 p.m. No return tickets were issued during the Glasgow Fair for Friday, Saturday, and Monday. On July 20, the 9 15 a.m. sailing from Glasgow was omitted, as was the late, 5 p.m. sailing from Millport. On August 10, the late steamer from Glasgow switched from 4.30 p.m. to 3 p.m. (train 4 p.m.) in direct opposition to the Spunkie.
Fog disrupted sailings in August.
“Yesterday morning there was a dense fog on the river in the neighbourhood of Largs, Millport, and Arran, and out to the channel. The early steamer from Lamlash did not venture to start until two hours after her time. An hour and a quarter was occupied in steaming from Millport to Largs. The bow of the steamer was not visible from the stern. The fog did not extend to Rothesay.”—Greenock Adveritser, August 21, 1857
As the season wound down for the Largs and Millport Company steamers, after 28th September, there were just three sailings, at 8 a.m. (train 9 a.m.); 10.45 a.m. (train 12 noon) proceeding on Tuesdays, Thursdays, and Saturdays to Brodick and Lamlash, and returning the following morning; and on Mondays, Wednesdays, and Fridays for Ardrossan and Arran, again returning the following mornings; an 2 p.m. (train 3 p.m.). On and after November 18th, the Arran steamer sailed only on Saturday morning at 10.45 a.m., Greenock 1 p.m. then direct to Brodick and Lamlash, and returning on Tuesday mornings leaving Lamlash at 8.30 a.m. and Brodick about 9 a.m. for Greenock and Glasgow.
The year ended with stormy weather. The winter steamer for Largs and Millport left at two o’clock in the afternoon from Bridge Wharf and returned from Millport in the morning.
“Severe storm in the Frith of Clyde—On Friday last many of the steamers leaving the Broomielaw for their respective destinations on the coast were, after going as far as the Cloch, obliged to put back. A passenger on board the steamer Lady Kelburne mentions that after passing Dumbarton Castle, a few ladies fell into a fearful state of alarm, and went out at Greenock to stay with their friends. However, the good steamer under the able command of Captain Gillies, arrived at Largs and Millport within half-an-hour of her usual time. The passengers expressing the highest opinion of his good seamanship.”—Glasgow Sentinel, December 26, 1857
A positive note was that during the year, the rebuilding of the pier at Wemyss Bay was announced.
“Wemyss Bay.—It will be recollected that during the hurricane of February, 1856, the pier at Wemyss Bay was totally destroyed. A ferry boat was then employed to carry passengers to and from the steamers, but during rough weather considerable inconvenience and discomfort was suffered. C. Wilsone Broune, Esq., of Wemyss, the lord of the manor, is now erecting a strong and commodious wooden pier on the site of the old one, and will thus confer a great boon on the frequenters of that fashionable and beautiful watering place.”—Glasgow Herald, July 20, 1857
The pier at Wemyss Bay
Venus was the winter boat for Arran, and offered a weekly sailing for Largs and Millport in addition to the Lady Kelburne at two o’clock in the afternoon.
“Brodick and Lamlash.—The steamer Venus will sail on Saturday 6th February, at three-quarters past 10 a.m., for the above ports, returning on Monday morning, calling at Largs and Millport, going and returning.—Jan. 30, 1858.”—Mail, January 30, 1858
In March, the sailing of the Venus was delayed by a sudden death on board.
“Invercloy—Sudden death.—On the evening of Saturday last, while the Venus steamer, Captain M‘Kellar, lay off Invercloy Quay, Brodick, an old man, servant to Mr. Dunn, fish merchant, Glasgow (who for some time has had a residence at Corrie, Arran, and was returning from Glasgow along with his master), suddenly fell down the fore-cabin stair, and expired after a few minutes. At first it was supposed death had been occasioned by the fall, but on an inspection of the body by Dr. Jamieson, it was found to have been caused by disease of the heart. The deceased, we believe had been upwards of 20 years a faithful and respected servant of Mr. Dunn.”—Glasgow Courier, March 11, 1858
Venus
The schedules for the Largs and Millport Company opened up in April.
“Splendid route to the Island of Arran.—The fine seagoing steamer Venus will sail from Glasgow Bridge Wharf on Thursday morning, 8th April, at half-past seven o’clock, and from Greenock at half-past nine, for Largs, Millport, and Brodick, Island of Arran, 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 (weather permitting). Fares: to Largs and Millport, cabin 1s 6d, steerage, 1s 0d; returning same day, cabin 2s 0d, steerage, 1s 6d; to Brodick, cabin 2s 0d, steerage, 1s 6d; returning same day, cabin 2s 6d, steerage, 2s 0d.”—Mail, April 7, 1858
The early season storms created some damage to the steamers.
“The weather.—Since Monday, the wind has blown steadily from the east, and the weather has been exceedingly cold and ungenial. On Wednesday we were visited by some ‘sleety showers,’ but we had no other onfall in this locality. In the lower ward of the county, however, it has been different, for according to the Greenock Advertiser, the heaviest fall of snow took place which has been experienced there for many years. It began early on the morning and continued all day and far into the night . . .The steamer Venus got her paddle boxes smashed and lost some of her deck fittings in crossing from Millport to Arran, and had to return without landing her passengers.”—Paisley Herald, April 10, 1858
Further sailings were announced, building up the schedule.
“Additional sailings to Arran.—On and after Tuesday the 20th April, one of the Largs steamers will sail from Glasgow for Brodick and Lamlash every Tuesday, Thursday, and Saturday, at 2 p.m.—returning on Monday, Wednesday, and Friday mornings,—leaving Lamlash at ¾-past 5, Brodick ¼-past 6.”—Mail, April 16, 1858
“Largs and Millport.—On and after Wednesday the 21st April, one of the Largs Co’s steamers will sail from Glasgow every forenoon, at ½-past 10, for Largs and Millport, returning in the evening,—leaving Millport about 4 p.m., and Largs about ½-past 4.”—Mail, April 16, 1858
“Ardrossan and Ayr steamer.—On and after Saturday, 1st May, the fine steamer Star will sail from Glasgow every Tuesday, Thursday, and Saturday at half-past 12 p.m., for Largs, Millport, Ardrossan, and Ayr; returning on Monday, Wednesday, and Friday mornings, leaving Ayr about 9 and Ardrossan about half-past 10.”—Mail, April 30, 1858
The morning steamer for Arran was put on the station on June 1st. This offered the possibility of a day excursion, competing with the excursions offered by Spunkie. In 1858, no steamer sailed to Arran by way of Rothesay for much of the season, but in August, the Cardiff Castle was placed on a schedule that will be discussed below.
“Additional sailings to Arran.—On and after Tuesday, 1st June, one of the Largs Company’s steamers will sail from Glasgow, every morning, at a quarter-past seven, for Greenock, Gourock, Largs, Millport, Brodick, and Lamlash—returning in the evening.
“N.B.—The steamer Lady Kelburne will sail on Saturday first, at three quarters-past four, for Greenock, Gourock, Largs, and Millport—returning on Monday morning; leaving Millport at half-past six, and Largs about seven, for Glasgow.”—Mail, May 29, 1858
The Kelpie and the Spunkie were also introduced at this time, on the last day of May. The latter also offered the possibility of an excursion, but only as far as Millport. Every two weeks, her schedule changed to leave in the afternoon at 2 p.m. for Arran, returning the following morning.
“The fast-sailing steamer Kelpie will, on and after Monday the 31st May, sail direct for Greenock, Gourock, Kirn, Dunoon, Innellan, Rothesay, and Port Bannatyne, as under:— from Glasgow, at 3 p.m.; express train 4 p.m. down; from Port Bannatyne at 7.30 a.m. and from Rothesay at 7.45 a.m.; express train, 9.15, up.—Glasgow, May 29, 1858.”—Mail, May 29, 1858
“The fast-sailing steamer Spunkie will, on and after Monday, the 31st May, sail from the Bridge Wharf for Greenock, Gourock, Largs, and Millport, at 10.30 a.m., returning from Millport at 4 p.m. The above steamer leaves Glasgow on Monday, the 14th June, at 2 p.m., for Arran, leaving Lamlash next morning at 5.30 a.m. for the 9.15 train at Greenock, every alternate fortnight.—Glasgow, May 28, 1858.”—Mail, May 29, 1858.
While the Spunkie with her curious schedule sailed through the season, the Kelpie’s season was short as she was purchased to run on the River Shannon at the beginning of July.
“Glasgow.—The steamer Kelpie.—We learn that this favourite steamer has been purchased by an Irish company to sail on the river Shannon, to which place she will take her departure at the end of the present week. Her consort the Spunkie is retained by the owners to ply between Glasgow and Arran.”—Glasgow Courier, July 1, 1858
At the beginning of June The sailings by the Largs and Millport Company’s steamers from Bridge Wharf, Glasgow to Largs and Millport were at 7.15 a.m. (train 8 a.m.), proceeding to Arran and returning from Lamlash at 1.15 p.m., Brodick, 1.45 p.m.; 10.30 a.m. (train 11 a.m.); 12.30 p.m., proceeding to Ardrossan and Ayr; 2 p.m. (train 3 p.m.), proceeding to Arran and returning the following morning; and 3.40 p.m. (train 5 p.m.). The time for this sailing was changed to 3.50 p.m. on June 4. Fares were at the same rates as the previous year.
Lack of convenient train connections at Greenock was highlighted by the public.
“Conveyance to the coast.—To the Editor of the North British Daily Mail.—Sir,—Great inconvenience has been experienced by that portion of the coast-frequenting public who reside at Wemyss Bay, Largs, Millport, and, indeed at all the watering places on the south-side of the river, by the very ill-advised arrangement of hours for the steamers starting at the Broomielaw. The half-past 12 p.m. boat is the one, however, which most stands in need of changes, as there is no train whatever to catch it at Greenock, and there are a number of gentlemen who could manage down by the 2 p.m. train (the boat in connection with the train at that hour for Dunoon and Rothesay is always crowded), which would be in time for the steamer if the latter started at 1 o’clock, or even a quarter before the hour. Hoping the steamboat owners will see it to be their interest to make this arrangement, and with many apologies for occupying your valuable space,—I am, &c., J.S.C.—Glasgow, June 14, 1858.”—Mail, June 15, 1858
There was a violent thunderstorm over the West of Scotland in early June.
“The West of Scotland was visited last Tuesday by a thunderstorm, which has seldom been surpassed in violence. At Gourock, Dunoon, and Rothesay, the thunder and lightning began on Tuesday afternoon, and continued during the entire night, and at occasional intervals the rain came down in sheets, with almost the force of a tropical waterspout. The storm appears to have been appalling in the Island of Arran, where it raged for 22 hours. At Lamlash, where the steamer Jupiter lay at anchor, she quivered at every successive flash and roar as if she had struck upon the rocks, and the crystal and crockery in the steward’s pantry rattled and danced, although there was no heaving upon the sea to produce such a commotion. On shore the very houses shook and the people were almost paralyzed with terror.”—Globe, June 14, 1858
Jupiter had a brush with the rocks in Millport Bay in the middle of June.
“The steamer Jupiter on Tuesday, when leaving Millport, struck with some force on one of the sunken islands called “the Allans,” and began to leak. The Venus which was coming into the bay, proceeded to her assistance; and after taking the passengers on board, towed the Jupiter off. The damage being repaired, she preceded up to Glasgow during the evening.”—Greenock Telegraph, June 19, 1858
“Millport.—Accident to the Jupiter steamer. —On Tuesday last the Jupiter steamer, on the passage from Arran to Glasgow, went on the rocks at Millport. The following particulars have been furnished to us by one of the passengers:—“The Jupiter steamer, from Arran, Captain Alexander M‘Kellar, calling at Millport at 3 p.m. on Tuesday, and on leaving the quay to cross to Largs met with a serious accident by coming in contact with one of the twin islands in the bay. In ordinary cases steamers go outside these altogether; but, being high water, the Jupiter steamed straight, not for the passage between them as a sensible Jupiter would have done, but straight towards the outer island. This was seen by the captain, who made all haste to the wheel, and showed great vigour and presence of mind in doing his utmost to bring her round and steer clear of both, by passing between to the open sea; but, at the same time, I must say he showed decidedly more rashness , and absence of mind in steaming headlong on, and not stopping the engines and reversing the paddles—by doing which the vessel would have been saved, and I would have had no need to write you on the subject; as it was, she grated first on one point, and struck upon the outmost one, and there stuck fast. Immediately upon the accident happening, the Venus, Captain John M‘Kellar, loosed from the quay, having just arrived from Glasgow, and came right alongside (thus showing the good that would have resulted from ‘slowing,’ as half the breadth of the Jupiter, from where she struck, sufficed to float the Venus), taking all the passengers safely on board. No fear or excitement was manifested by any one on board, as they saw the Venus so near on the one side, and the rocks high and dry on the other. The captain of the Venus then wished to take the Jupiter in tow to the quay, but was requested by her captain to keep her hour and leave him there, with which intention the former steamed to the quay to take in passengers. However, before many minutes had elapsed, the Jupiter was observed to loose from the rocks, and veer round; and signal for assistance was then given, upon which the Venus again loosed from the quay, steamed out and towed her within a hundred yards of the quay, and again proceeded to take in her passengers. This was soon accomplished, and it being past four o’clock, which was the advertised hour of the Venus, we started fairly for Largs; and then followed a nice sample of John showing Sandy how to do the thing in a right and proper manner, by going slick through where Sandy, poor man, only intended to go. But fancy our chagrin in finding that, though safe through the pass, we were not done with the Jupiter, for again signals were made; and again, for the third time, the Venus steamed to her assistance—and good for the Jupiter she had not allowed us to get out of hearing, for, ere we reached her, she had sunk from two to two and a-half feet below her ordinary depth. She was then towed round to the east side of the quay and there run aground, stem to the shore, where we left her ‘alone in her glory,’ and went on our way as if nothing had happened out of the ordinary course of events.””—Ardrossan Herald, June 19, 1858
Jupiter was soon patched and repaired.
“Steamer Jupiter or Venus, sails for Brodick and Lamlash, every morning at 7¼, returning in the evening.”—Glasgow Morning Journal, July 13, 1858
“Steamer Vesta, sails for Largs and Millport, every afternoon, 10 minutes before 4.”—Glasgow Morning Journal, July 13, 1858
“The Star or Lady Kelburne, sails for Ardrossan and Ayr, every day at half-past 12, returning on the following morning.”—Glasgow Morning Journal, July 13, 1858
Vesta when sailing for Messrs Campbell (Washington Wilson)
Poor coordination between the railway and steamers at Greenock continued to be a problem. This was highlighted on the Rothesay station as competition from new steamers increased.
“The railway passengers for Rothesay and intermediate ports, who arrived here at twelve o’clock yesterday from Glasgow, experienced a disappointment, the steamer Ruby having started before the arrival of the train. Fortunately there happened to be a boat for Rothesay at one o’clock (its last day of sailing at that hour for the season), else they would have been detained here for three hours. The early departure of the Ruby was caused by the Petrel having been put on the station yesterday to compete with her.”—Greenock Advertiser, July16, 1858
Poor weather in July dogged the summer trade.
“The weather since Monday has been quite over wintery character. On Tuesday night a heavy southerly gale arose accompanied by rain, and continued until Wednesday morning. No damage has been sustained here, but at Strone and along the Dunoon coast numerous pleasure boats were driven on shore, and seriously damaged. The Arran steamer could not land the luggage and goods there on Tuesday evening, and several passengers preferred remaining on board all night to encountering the risk of going ashore in a small boat. Yesterday the wind blew freshly from the eastward, with rain, and the thermometer sank 58 deg.; on the corresponding day last year it was 11 deg. higher. The present weather will prove hurtful to the crops by lodging them and delaying their ripening, and should it continue, will be most detrimental to the hay harvest. Yesterday was St. Swithin’s Day, so that if ancient saws are to be depended upon, we may look forward to the pleasing prospect of six weeks’ broken weather.”—Greenock Advertiser, July 16, 1858
At the Glasgow Fair, on July 17, an extra sailing was put on, leaving 7.45 a.m. for Largs and Millport. In addition, the Lady Kelburne sailed on Saturday evening at 5.45 p.m., returning on Monday early. There were no return tickets issued during the Fair.
In the meantime, the Spunkie continued to alternate her schedule every fortnight, offering day excursions to Largs and Millport for two weeks, then an afternoon sailing to Brodick and Lamlash, returning the following morning for the subsequent two week period.
“The swift steamer Spunkie sails to Arran, till further notice, on Tuesday the 13th inst:—from Glasgow at 2 p.m.; from Lamlash, at 5.30 a.m. The Spunkie sails to-day, Monday, for Millport, at 10.30 a.m.”—Glasgow Morning Journal, July 13, 1858
“The swift steamer Spunkie sails daily to Largs and Millport, till further notice as under:—from Glasgow at 10.30 a.m.; from Millport at 4 p.m. The Spunkie sails to-day (Monday), at 2 p.m., for Arran.—Glasgow, 26th July, 1858”—Glasgow Herald, July 26, 1858
“The swift steamer Spunkie sails daily for Arran, till further notice as under:—from Glasgow at 2 p.m.; from Lamlash, at 5.30 a.m. The steamer Spunkie sails to-day (Monday), at 10.30, for Largs and Millport.—Glasgow, 6th August, 1858.”—Glasgow Herald, September 6, 1858
“The swift steamer Spunkie sails daily to Largs and Millport, till further notice as under:—from Glasgow at 10.30 a.m.; from Millport at 4 p.m.”—Mail, September 4, 1858
In August, sailing on the Arran route by way of Rothesay began. However, the route did not include the usual intermediate piers from Glasgow but was initiated from Row on the Gareloch and relied on the newly opened Helensburgh Railway along the north bank of the Clyde to deliver passengers from Glasgow. It provided an attractive day excursion to sail to Arran and back from the watering places on the north bank of the Firth. The steamer Cardiff Castle, had been built in 1844 and had recently been retired from the Rothesay trade where new vessels had made obvious her deficiencies in speed and passenger comfort.
“Grand new route for parties at the coast.—On and after Wednesday, 11th instant, the steamer Cardiff Castle sails (casualties excepted) for Arran every Tuesday, Thursday, and Saturday, at 8 morning as under:—from Row, at 8 a.m.; Helensburgh, 8.10 a.m.; Kilcreggan, 8.30 a.m.; Strone, 8.45 a.m.; Kirn, 8.55 a.m.; Dunoon, 9.05 a.m.; Innellan, 9.30 a.m.; Rothesay, 10 a.m. Return tickets from Row, Helensburgh, Kilcreggan, Strone: cabin, 2s. 6d., steerage, 1s. 6d.; from Kirn, Dunoon, Innellan: cabin, 2s., steerage, 1s. 6d.; from Rothesay: cabin, 1s. 6d., steerage, 1s. The passengers will have about one hour ashore at Lamlash, returning from Lamlash at 2 p.m., and from Rothesay at 4.30 p.m.
“And for Ardrossan every Monday, Wednesday, and Friday, calling as under, in addition to the above ports”—from Largs at 10.45 a.m., Millport 11.15 a.m., return tickets cabin 1s., steerage, 9d. The passengers will have about two hours ashore at Ardrossan, returning from Ardrossan at 2 p.m.—Glasgow, 7th August, 1858.”—Glasgow Herald, August 20, 1858.
The proprietors of the new railway had visions of a port at the mouth of the Gareloch as busy as Greenock.
“Beyond doubt, Helensburgh has entered upon a new epoch. The railway has done it—and no mistake. Her southern exposure, dry soil, and rare capacity of extension, point her out as the sweetest, healthiest, nearest, and, we hope soon to add, cheapest watering-place on the Clyde. Rumour has it that steamers will next summer ply hence as at Greenock, to every other coasting village, even to Rothesay and Arran, thereby obviating all necessity of crossing the Frith in storm and tempest—a most desirable end. The enemy, no doubt, opines that the Greenock line is equally prepared to run clippers that will cross the Frith at a jump, discharging their cargoes here in less than no time; but that’s a fallacy seen by all who view the subject through their spectacles. The interesting tract of country that the new rail traverses will always command a preference, and requires only a slight reduction of rates, and the aid of steamers, to secure its immediate rise in the share market. Meantime, Helensburgh must have time to grow. Her natives cannot hope to be to become ladies and gentlemen all at once—but their proverbial sobriety, industry, and Christian tendencies, will, in due time, procure for them an amount of earthly comfort they have not yet possessed. Let cheap labour, cheap markets, and moderate charges at the inns, be the guiding principle, and their enlargement in all that contributes to domestic and social prosperity is sure to follow.—Jeffers.”—Glasgow Morning Journal, September 27, 1858
The season for the Cardiff Castle ended in early September.
“Grand new route for parties at the coast.—The steamer Cardiff Castle sails from Row for Ardrossan every Monday, Wednesday, and Friday, calling at Helensburgh, Kilcreggan, Strone, Kirn, Dunoon, Inellan, Rothesay, Largs, and Millport; returning from Ardrossan at 2 p.m. And for Arran every Tuesday, Thursday, and Saturday, calling at all the above ports (Except Largs, Millport, and Ardrossan); returning from Lamlash at 2 p.m. Parties wishing to go to Glasgow may catch the steamer Express or 7 o’clock Helensburgh train. The steamer Cardiff Castle will discontinue sailing on and after Wednesday the 8th inst.”—Glasgow Morning Journal, September 6, 1858
Schedules to Largs and Millport changed on October 4 with sailings from Bridge Wharf at 8 a.m., returning the same day; and 2 p.m., returning from Millport at 7.45 a.m. and Largs at 8.30 a.m. the following morning; and at 1.30 p.m. (train 2 p.m.) for Brodick and Lamlash on Tuesdays, Thursdays, and Saturdays at 10.30 a.m., returning from Lamash at 9 a.m., the following mornings. On Saturdays & Mondays, the steamer leaving at 8 a.m. was scheduled to leave half an hour later than formerly to meet the 10.30 a.m. train at Greenock. On October 8, the Arran steamer was off station for a few days, and was withdrawn after Dec 20.
Weather, specifically fog, again interrupted service at the end of October
“Greenock.—Fog on the river.—On Monday, a dense fog prevailed on the river, both above and below this. The first steamer that arrived here was the Eagle, from Rothesay. The Vulcan arrived immediately afterwards, both left Rothesay at ten o’clock and arrived at 11.30. The Vulcan coaled and went down again, with the mails and a few passengers. The Petrel attempted to proceed up the length of Bowling, but whether she managed up or not we have not heard. The steamer Lady Kelburne came up from Millport. She left at 11.30 and arrived here at 3.30. She touched at Gourock, and the most of her passengers went ashore, choosing rather to take the road than remain on board. She left Gourock at 2.15 and arrived here at 3.30, thus taken an hour and a quarter in coming 3 miles. A luggage steamer managed down from Port-Glasgow. The fog-bell on the quay was kept tolling when any steamer was heard approaching.”—Paisley Herald, October 30, 1858
The other routes to Arran continued with little change in 1858.
On January 30, the Isle of Arran augmented service, sailing on Tuesdays and Saturdays at 12.30 p.m. an arrival of the10.30 a.m. train from Glasgow, and returning on Mondays and Thursdays from Lamlash at 11.15 a.m., Brodick, 12.15 p.m. for the 2.15 p.m. train to Glasgow. Sailings in May were disrupted from the 1st until the 11th by Isle of Arran’s overhaul, after which she sailed three days a week from Ardrossan at 9.15 a.m., on arrival of 7 a.m. train from Glasgow and Saturdays, there was an extra sailing on arrival 1.30 p.m. train from Glasgow, returning early on Monday mornings for the express to Glasgow. On June 1 daily service began, with Wednesday excursions. She had a minor accident in August on one of these excursions.
“Accident to the Isle of Arran.—The Isle of Arran steamer, when about to steam out of Lamlash Bay on Wednesday evening, took the ground, and notwithstanding all efforts, could not be moved. The passengers had consequently to shift for themselves as best they could, Captain Blakeney doing his utmost to accommodate as many as possible on board. The damage sustained was inconsiderable, and she was again on the station yesterday.”—Ardrossan Herald, August 21, 1858
“Stranding of the Isle of Arran.—This steamer was stranded at Lamlash on Wednesday evening. It appears that the Isle which had that day been conveying an excursion party round the island entered, Lamlash Bay shortly after six o’clock, the regular hour of starting from Lamlash being half-past two. The passengers who were waiting went on board at the quay. When going out the steamer struck on the old quay to the astonishment of the passengers. Various manœuvers were tried to get it off, such as the passengers running from one side of the deck to another, but it was of new no use. At last the passengers were all taken out into little boats, where they remained for the space of three hours, till it was quite dark, during which time the most strenuous efforts were made to release the vessel from its critical position, but it could not be floated off its resting place. Seeing that this was the case, the passengers were conveyed on shore, and it was anticipated that the morning tide would lift her up. In the morning, however, the same success attended the attempt to free her as on the previous evening, and the impatient passengers had to be taken over to Ardrossan in the tug, which was lying in Lamlash Bay. We have not heard whether blame is attached to anyone.”—Kilmarnock Post, August 21, 1858
On October 7, she was back to sailing three days a week, and on November 17, her winter sailings with just two sailings weekly.
The sailings by the steamers Caledonia or Scotia from Ayr to Campbeltown on Fridays, returning on Saturdays, off Kildonan and Clauchog shore on Arran, also continued through 1858 and 1859.
The winter service of the Largs and Millport Co.’s steamers involved the single sailing to Millport at 2 p.m., and on February 4, an Arran service every other Saturday at 10.30 a.m. returning on Monday. Lady Kelburne was the Arran steamer, and she provided an excursion of the Glasgow Fast Day in early April.
“Fast Day.—Splendid route to the Island of Arran. The fine sea-going steamer Lady Kelburne will sail from Glasgow Bridge Wharf, on Thursday morning, 7th April, at a quarter past seven (train at 8), for Largs, Millport, Brodick ,and Lamlash—returning in the evening. Fares:—For Largs or Millport, cabin 1s. 6d, steerage, 1s. 0d., going and returning same day, cabin 2s. 0d., steerage, 1s. 6d. For Brodick or Lamlash, cabin 2s. 0d, steerage, 1s. 6d., going and returning same day, cabin 2s. 6d., steerage, 2s. 0d.—Glasgow, 5th April, 1859.”—Glasgow Herald, April 5, 1859
The steamer on the Largs and Millport station, Vesta, received some adverse comment for berthing at Millport pier overnight, and blocking the entrance to the harbour.
“Millport, April 1. The sloop Mary Kerr, of Ardrossan, Malcolm Kerr, master, laden with lime, lying at anchor off the pier here, while awaiting the departure of the Vesta steamer for Glasgow, at about eight a.m., broke her chain and drifted onshore in the bay before the Parish School. The master and hands, with the assistance of some of the natives, did their utmost at the pumps, but finding that fire had burst out near the after cabin, took to the small boat, which, filling among the breakers, with difficulty got safe ashore. The vessel burned away for the space of ten hours, and is now a total wreck. The loss of both vessel and cargo will be very considerable. A question of much interest to all concerned may arise out of this. Is it allowable, as has been hitherto, for a public company like the proprietors of the Millport quay, to permit a steamer to lie all night at the end of the pier, excluding at several states of the tide all other vessels which may require a harbour in stress of weather? This vessel lay at anchor outside the quay on this morning for the space of about two hours, and for this reason—that the entrance was impossible or very dangerous at the state of the tide. If the company have regulations, as it is supposed that they have, for themselves and others, they should be strictly enforced, and no party whatever be allowed to monopolise the entrance to the harbour, to the detriment of others’ lives and property.—Herald.”—Scottish Guardian, April 8, 1859
“Additional accommodation to Largs and Millport.—On and after Tuesday, 12th April, one of the Largs Company’s steamers will leave Glasgow every forenoon, at half-past ten, for Greenock, Gourock, Largs, and Millport—returning in the evening.”—Glasgow Herald, April 11, 1859
At the end of April the Arran service was increased to Tuesdays, Thursdays, and Saturdays at 12.45 p.m., with the Largs and Millport sailing daily at 10.15 a.m., returning in the evening.
“Brodick and Lamlash.—One of the Largs Company’s steamers sails from Glasgow every Tuesday, Thursday, and Saturday, at three-quarters past twelve p.m., for the above ports—returning following mornings.
For Largs and Millport from Glasgow, every morning at a quarter past ten—returning in the afternoon.”—Mail, April 30, 1859
The Isle of Arran began sailing three times a week in April.
“Arran, via Ardrossan.—The steamer Isle of Arran sails for Arran every Tuesday, Thursday, and Saturday, on the arrival of the 10.30 train from Glasgow; returning on Monday, Wednesday, and Friday, for the 2.15 train to Glasgow.”—Mail, April 30, 1859
After the withdrawal and sale of the steamer Robert Burns of the Glasgow and Ayr route, a new enterprise began using the steamer Emerald that had been built in 1855 and had been part of the fleet of Messrs Alex. Laird. It does not appear to have been a success, and the steamer was sailing to Liverpool later in the year.
“Steam communication between Glasgow and Ayr.—The steamer Emerald will sail from Glasgow for Ayr, calling at Greenock. On Saturday first, 16th April, at four o’clock morning. Cargo received all Friday, at 45 North Side. Fares:—cabin, 2s; steerage 1s.—Wm Findlay Johnstone, 1 Oswald Street.”—Mail, April 15, 1858
Star was on the Arran run in May. Jupiter came out for the Queen’s Birthday holiday offering an excursion at her usual time of 7.15 a.m. with regular service expected to commence about June 1. The excursion sailing to Largs and Millport at 10.15 a.m. from Glasgow was maintained by Vesta.
“Largs and Millport.—The swift steamer Vesta sails every morning, at a quarter-past ten, for Largs and Millport, returning in the evening. Fares:—cabin 1s. 6d., steerage, 1s., going and returning, cabin 2s., steerage, 1s. 6d.”—Glasgow Herald, May 18, 1859
“Ardrossan, Troon, & Ayr steamer.—On and after Friday, the 10th June, one of the Largs Co.’s steamers will sail from Glasgow every day, at three-quarters past 12, for Ardrossan, Troon, and Ayr, leaving Ayr for Glasgow every morning at 7½, and Ardrossan about 8 ½.—Glasgow May 21, 1859”—Mail, May 23, 1859
Early in June the Largs and Millport Co.’s sailings were:—Largs and Millport: 10.15 a.m. (train 11 a.m.); 12.45 p.m. (train 2 p.m.) proceeding to Ardrossan and Ayr, returning from Ayr the following morning at 7.30 a.m.; 2 p.m. (train 3 p.m.) proceeding to Brodick and Lamlash, returning from Lamlash the following morning at 5.45 a.m.; 3.45 p.m. (train 5 p.m.). Returning from Millport at 6.45 a.m., 7.45 a.m., 9.45 a.m., and 4 p.m.
The schedule was not popular with summer visitors and residents and there was a considerable correspondence in the newspapers.
“Steamboats to Largs—To the Editor of the North British Daily Mail.—Sir,—It must be a. matter of surprise and regret to many of your readers who may be resident for the summer at Largs or Millport, steamer service on that route should be so totally disproportionate to the importance of these places. On no occasion is one forcibly impressed with this than on Monday mornings. Whether it result with an arrangement with the railway company or not I cannot say, but of a truth the first steamer leaving Largs at 7.30 a.m., dees not arrive in Greenock in time for either the 8.45 or 8.55 trains, so that the next at 9.15, generally drags its weary length into Glasgow about a quarter-past ten. Some may say this is not much, but business men appreciate punctuality and value time more than be silenced with such an excuse; and why should Largs and Millport passengers be sacrificed for those from other ports.
“Will no enterprising owner of some swift, well-appointed vessel, step in and do for the visitors to Largs and Millport what the present company seem totally unable, or at least unwilling to attempt.—I am, &c., A Sufferer.—Glasgow, June 16, 1859.”—Mail, June 18, 1859
Another letter.
“Largs and Millport Steamers—To the Editor of the North British Daily Mail.—Sir,—I think the letter in your paper of Saturday last, signed ‘A Sufferer,’ lets the owners of the above steamers down very easily, inasmuch as his complaint is chiefly directed against 6.45 a.m. steamer from Millport, which, in point of fact, is the one the public best. Being a slow vessel, she certainly does not catch either the 8.45 or 8.55 train from Greenock, but she is always in good time for the 9.15 express train, which ought to get to Glasgow at 10, but is not always punctual, especially on Monday mornings.
“Had your corresponded selected the Arran steamer which leaves Millport at 8 a.m., as an example of the manner in which this company run their vessels, so as to make them as inconvenient for the public as possible, he would have been nearer the mark, for she invariably gets to Greenock half an hour or 40 minutes too soon for the 10.30 train; whereas, if she left Arran half an hour or so later, so as to be just in time for that train, the passengers would get to Glasgow every bit as soon.
“The present state of matters will of course exist so long as there is no competition. No doubt there is one opposition boat per diem at this moment, but in consequence of the hour she starts at, she does little or no good to the great majority of the residenters along this part of the coast. Her owners, however, would find it to their advantage were they to change her present hour, and run her in connection with the 3.30 or 4 express train down, and either the 8.45, 8.55, or 10.30 train up. One thing, at all events, is very clear, that two early boats from Millport and Largs, as at present, will be totally inadequate in point of capacity to accommodate the public on Monday mornings, during the height of the season, for they are already uncomfortably crowded.—I am &c., Another Sufferer.—Glasgow, June 21, 1859.”—Mail, June 20, 1859
And another.
“Largs and Millport Steamers—To the Editor of the North British Daily Mail.—Sir,—In commenting upon the complaints of the shipping interest, the Times pointed out the wide field for employment of steamers afforded by the rivers of India; but it appears to me that there is a river nearer home than the Ganges where our steamboat proprietors could find profitable employment for their vessels, and I was happy to observe that some fellow-sufferers by the mismanagement of the Largs and Millport steamers have lately, through your valuable paper, drawn attention to the want of accommodation upon that part of our coast. The company who manopolise this traffic throw every possible obstacle in the way to prevent the establishment of a rapid communication by rail and steamer betwixt Glasgow and coast; and instead of encouraging the growth of that valuable class of customers who would make daily use of their vessels, they, with an ingenuity as stupid as suicidal, exert themselves to prevent any increase of numbers, not only by unduly restricting the number of their vessels, but by putting on at the most important hours old and slow boats, and skilfully arranging not to adapt the period of their arrival and departure to the railway time-table at Greenock. The effect of this system is ruinous to the interests of the house proprietors and shopkeepers at Largs and Millport, which once fashionable watering-places, instead of increasing, like their better accommodated rivals, Rothesay, Innellan, and Dunoon, are actually retrograding in population. The advent of a rival steamer, leaving Millport in the morning to catch an early train, and running in connection with the four o’clock down train, would be hailed with joy, and would meet with ample encouragement. In hopes that some of our enterprising steamboat proprietors will take this suggestion into consideration.—I am, &c., D.S.”—Mail, June 23, 1859
The Company took advantage of a visit of the Home Fleet to the Clyde and offered a Saturday afternoon cruise down the river.
“Cheap pleasure sail.—The steamer Lady Brisbane will sail this afternoon, at a quarter-past four, for Renfrew, Bowling, and Roseneath, sailing round the Ships of War now lying at the Tail of the Bank. Returning in the evening.—Fares for the whole round—cabin 1s.; steerage 6d.”—Glasgow Herald, June 18, 1859
For the season, one of the Millport steamers had an early morning schedule. However, if this was a response to criticism, it failed completely. By not calling at Greenock, there was no railway connection and if, as likely this was an older steamer, arrival at Glasgow would be too late in the morning to accommodate businessmen.
“Additional accommodation from Millport and Largs.—One of the Largs Company’s steamers will sail from Millport, on Monday first, at half-past five o’clock, and Largs at six.—Direct from Gourock to Glasgow.—Mail, June 23, 1859
The opposition on the route to Arran, by way of Rothesay in 1859, was Messrs Wingate’s Hero. She was a fine vessel of length 181 feet by 19 feet in the beam, and 7 feet moulded depth that was driven by a steeple engine of 80 horse-power.
Hero (Macfarlane, Evening Citizen)
“Favourite route to Arran.—We notice from our advertising columns that the fine new steamer Hero has commenced to ply for the season to Brodick and Lamlash, via Dunoon, Rothesay, and Kilchattan Bay. Besides being a great boon to those resident at the south end of Bute, the route is a very fine one and no doubt will be largely taken advantage of by tourists and excursionists, as well as the residenters at the various places on the coast which this route embraces.”—North British Daily Mail, June 9, 1859
“Steamer Hero.—To Arran & back, same day, calling at Greenock, Gourock, Kirn, Dunoon, Inellan, Rothesay, and Kilchattan Bay.—From Glasgow at 8 a.m., returning from Lamlash about 2 p.m., from Rothesay about 4.30 p.m. Fares—to or from Rothesay: cabin, 1s., steerage, 6d.; for the day’s sailing: cabin, 3s., steerage, 2s.”—Mail, June 23, 1859
“Favourite route to Arran, and back same day, via Rothesay.—Hero steamer calls at Rothesay and intermediate ports. From Glasgow at 8 a.m., from Lamlash at 2.15 p.m., from Rothesay at 5 p.m.”—North British Daily Mail, July 18, 1860
“Favourite route to Arran, via the Island of Bute.—The swift steamer Hero, every morning at eight o’clock, calling at Greenock, Gourock, Kirn, Dunoon, Innellan, Rothesay, and Kilchattan Bay, returning from Lamlash at 2.15 p.m. Passengers allowed about two hours at Brodick, and one hour at Lamlash. Fares for the day’s sailing: cabin, 3s., steerage, 2s.”—Glasgow Herald, September 12, 1859
Hero ceased plying to Arran for the season on September 22.
Summer arrangements for the Largs and Millport Co. saw an additional morning steamer to Arran, competing with the Hero on the other side of the Clyde, and Troon advertised as a port of call on the Ardrossan and Ayr steamer’s roster.
There was also competition sailing to Largs and Millport from the Cardiff Castle, deemed too slow for the Rothesay station. Later in the year, the Petrel took over the opposition.
“To Largs for sixpence, at ten a.m.—The fine sea-going steamer Cardiff Castle, for Greenock, Gourock, Wemyss Bay, and Largs.—Steerage, 6d; cabin, 1s.—Returning at 3 p.m.”—Mail, June 23, 1859
“Largs and Millport, at ten o’clock.—Swift steamer Petrel sails daily (Sunday excepted) for Greenock, Gourock, Largs, and Millport, returning in the afternoon. Return tickets available for any day. Sails on Saturday evenings at seven o’clock direct for Gourock, Largs, and Millport; leaving Millport on Monday morning at a quarter before five, direct up from Gourock.”—Scottish Guardian, August 5, 1859
The Jupiter was the main steamer on the Arran excursion by way of Largs and Millport.
“Glasgow and Arran steamer.—The fine sea-going steamer Jupiter sails every morning, from Glasgow Bridge Wharf, at a quarter-past seven, for Greenock, Gourock, Largs, Millport, Brodick, and Lamlash. Returning in the afternoon—leaving Lamlash at a quarter-past one, Brodick about three-quarters past one.—To Arran and back same day—cabin, 3s.; steerage, 2s.”—Glasgow Herald, June 16, 1859
The Jupiter quickly earned plaudits for her speed that year.
“Quick sailing.—Yesterday, the Largs Company’s steamer Jupiter, Captain Alexander M‘Kellar, made the passage from Lamlash to the steamboat wharf, in four hours and thirty-three minutes, including stoppages at Invercloy, Brodick, Corrie, Millport, Largs, and the other intermediate places on the route. The passage from Largs to Glasgow was accomplished in two hours and thirty-six minutes, being, we believe, the quickest run between these two places on the record.”—Glasgow Herald, June 23, 1859
As of July 1, the schedule was:—Largs and Millport: 7.15 a.m. (train 8 a.m.) proceeding to Brodick and Lamlash, returning in the evening , leaving Lamlash at 1.15 p.m., and Brodick at 1.45 p.m.; 10.15 a.m. (train 11 a.m.); 12.45 p.m. (train 2 p.m.) proceeding to Ardrossan, Troon, and Ayr, returning from Ayr the following morning at 7.30 a.m., and Ardrossan about 9 a.m.; 2 p.m. (train 3 p.m.) proceeding to Brodick and Lamlash, returning from Lamlash the following morning at 5.45 a.m.; 3.45 p.m. (train 5 p.m.). Returning from Millport at 6.45 a.m., 7.45 a.m., 10.30 a.m., 3 p.m., and 4 p.m. The early boat from Millport was in connection with the 8.45 train at Greenock.
For the Glasgow Fair, there was an additional sailing from Glasgow at 9 a.m., returning from Millport at 1.45 p.m., Largs 2.30 p.m., and on Saturdays, a sailing from Glasgow at 6.30 p.m., returning from Millport at 5 a.m. on Monday morning, Largs at 5.30 a.m.
On August 17, the Vesta’s 10.15 a.m. sailing to Largs and Millport was moved to 9 a.m., presumably to counter the Petrel that had been introduced on the opposing excursion in place of the Cardiff Castle. In doing this, the train connection was lost for the Vesta.
Venus had taken an excursion to Campbeltown, from Millport, on August 23. After returning to Millport where she dropped off the party in the evening, and was returning to Glasgow, she was involved in a serious collision.
“Collision in the River. —On Tuesday night about half-past eleven o’clock, while the steam-tug Ranger was proceeding down the river with a small vessel in tow, and when nearly opposite Dumbarton, the river steamer Venus, which bad been late in consequence of being on an extraordinary trip to Campbelton, came up, and from some inexplicable cause struck the Ranger right on the bow with such violence that the latter vessel filled and immediately sank. Part of the crew saved themselves getting on board the vessel in tow, the others were rescued by the Venus, and happily all were saved. The Venus sustained no damage and proceeded to Glasgow. The amount of damage sustained by the Ranger has not yet been ascertained, but it is expected that she will be half uncovered by the tide at low water. She is the property of the New Clyde Towing Company.”—Greenock Telegraph, August 27, 1859
In the subsequent court proceedings, charges were found not proven.
“The collision in the river.—At the River Bailie Court Wednesday, John M‘Kellar, master of the steamer Venus, and John Jamieson, master of the tug Ranger, were charged with a contravention of the Clyde Regulations, in so far as the night of Thursday last the Venus, sailing up the Clyde, and the Ranger sailing down, with four schooners in tow, did, when near Garmoyle Floating Light, betwixt Dumbarton Rock and Port-Glasgow, when at a proper distance from each other, fail to put their helms to port, and, when thirty yards distant, slow their engines sufficiently and keep near as possible to the right or starboard side of the river, so to afford all possible facility to pass each other; or the said John M‘Kellar, having met the tug Ranger, did not slow the engines of the Venus when he approached within 100 feet of the said steam tug, and move along slowly until he passed it, in consequence of which the Venus and Ranger were brought into violent collision, and the port-bow of the Ranger was cut down to below the water line, and the said vessel sunk, the lives of all on board being jeopardised and endangered, and great loss sustained by Mr Wm. Liddell, owner of the Ranger.
“The evidence in the case was lengthy and most contradictory. Respecting the Venus, it was alleged that she had been on a pleasure excursion that day from Millport to Campbelton, and was returning to Glasgow about midnight. On nearing the Garmoyle Light, close to the south shore, the look-out signalled that a vessel was in front. The pilot accordingly ported his helm, and the Venus went to the southward, where she “smelt” ground and sheered round to the north in consequence, and although her engines were stopped ran into and sunk the Ranger, all the hands of which were saved. The Venus hands spoke positively to only seeing one light instead of three on the tug, and that they were very near the south shore all the way up. They likewise said the night was hazy and very dark.
“The witnesses for the Ranger averred that all their lights were burning brightly; that it was not a hazy night, but a clear one; and that they were close to the north shore when they were run down.
“The Bailie found the charge not proven, considering the evidence brought before him showed that it was an accident arising from the Venus having sheered round from touching the bottom.”—Greenock Advertiser, September 3, 1859
There was a violent storm in the Firth of Clyde on September 9, 1859.
“A gentleman, a passenger on board the Jupiter, expresses his admiration of the able conduct of Captain Alexander Mackellar, as shown in the passage of that vessel through the storm to and from Arran. The Jupiter left Greenock at the usual hour in the morning, having on board passengers for Largs, Millport, Lamlash, and the intermediate ports; but the weather was so bad that after leaving Gourock, she durst not venture into a pier till she reached Lamlash, through the most tempestuous sea which has been experienced between Cumbraes and Arran for the last twenty years. Among the Millport and Largs passengers were several ladies, who were unaccustomed to sea voyages; but though many were sadly disappointed at being involuntarily carried so much further than they wished or anticipated, they could not help themselves, for though Captain Mackellar might have felt disposed to put back after clearing the Cumbraes, finding the weather then at its worst, still to turn his lengthy vessel with such a sea running would not have been unattended with danger. He therefore ran direct on to Lamlash, and, once safely there, many of the Largs and Millport passengers gladly stepped ashore and remained behind, rather than attempt the passage up. The gallant vessel and her brave commander started back for Glasgow, encountering some terrible seas in rounding Clachland Point. Without touching at any port he kept hugging the land as far round as the Fallen Rocks, situated between Corrie and the Cock of Arran; and then steered a direct line across the Garroch Heads for Millport, and by this means considerably lessened the danger In returning, the weather was rather more moderate, and the Jupiter managed to touch at Millport. The Vesta had been down from Glasgow, but had not made the port, and was lying in the lee of Cumbrae, with her starboard paddle cover away. The Ardrossan steamer with the mail had not ventured across to Arran that day; nor had the Glasgow steamer Hero been down, not having ventured any further than Rothesay. There were about a hundred sail of vessels lying in Lamlash Bay, among which were the Liverpool steamer Thetis, and a large barque-rigged screw steamer. We are assured that the Jupiter, though she frequently shipped heavy seas, part of which got down to the engine-room, behaved admirably under her able commander, and many of the passengers expressed their gratitude and admiration at his conduct. We learn also that there was a considerable interruption in the traffic in other parts of the river. No steamer was able to touch at Largs nor at Kilcreggan. At Blairmore, a boat broke adrift, and two men went after her and succeeded in bringing her back, but only managed to regain the shore with the greatest difficulty, and may may be said to have made a narrow escape with their lives. A gabbart, unloaded, which was lying at Strone pier, broke away from her fastenings; the men were glad to escape ashore with their lives, and the vessel was driven in upon the beach. Between Strone and Kilmun, a small yacht was driven from her moorings, and beached high and dry. Last night there was no appearance of the weather moderating.”—Mail, September 10, 1859
After October 1, the schedule for the Largs and Millport Co.’s steamers was:—8 a.m.; 11 a.m.; 2 p.m. extending to Brodick and Lamlash on Tuesdays, Thursdays, and Saturdays, and returning the following mornings from Lamlash at 11 a.m., and on Mondays, Wednesdays, and Fridays, to Ardrossan and Ayr, returning the following mornings from Ayr at 9 a.m.
The Isle of Arran had an eventful end to her year. She was off for her overhaul before the season started in April, and returned on April 30 when she took up her three-days-a-week sailings until the daily service began in June. On October 21st, she moved back to sailing three-days-a-week. The schedules had the same timings as in previous years.
“The Isle of Arran.—The steamer Isle of Arran, will be off the station a few days after Tuesday the 19th inst. Notice will be given when she resumes sailing. The steamer will return on Tuesday afternoon, leaving Lamlash at 3.30, and Brodick at 4.15 o’clock, for Ardrossan.”—Ardrossan Herald, April 16, 1859
Changes to Government Inspection were being introduced, and her inspection was scheduled for the beginning of November.
“Isle of Arran.—After the 1st November, the steamer Isle of Arran will be off the station to undergo Government Inspection. Until the steamer resumes sailing, a packet will sail on the Tuesdays and Saturdays from Ardrossan at 12.30.”—Mail, November 2, 1859
It would appear that the old wooden steamer was condemned. There were immediate questions raised as the Isle of Arran had held the Mail Contract for Arran.
“Arran’s Mails—How they are carried.—To the editor of the Glasgow Herald—Lamlash, 17th Nov., 1859—Sir,—The traffic and passengers, cattle, produce, &c., &c., between Arran and the mainland is very considerable, and for the four or five winter months is usually monopolized by the steamer between Ardrossan and Brodick and Lamlash which has the Post-Office contract for carrying the mails. That steamer, being unfit for the work, has been withdrawn for some time, to the great inconvenience of the inhabitants, as well as the public generally. An ordinary fishing smack has been placed on the station twice a week by the mail contractors, but she is quite unsuitable in calm, and utterly unsafe for such a passage in stormy, weather, and inadequate for a tithe of the varied traffic; besides letters are most irregularly dispatched and received. It would be obliging were you, by giving this a place, to draw the attention of the Post-Office authorities or others interested in this matter, as no remedy can be expected while the mail contract is held as at present. Yours respectfully, A Residenter.”—Glasgow Herald, November 24, 1859
The Isle of Arran Steam Ship Company was dissolved towards the end of the month, and the old steamer, dating from 1837 but rebuilt following the fire in 1850, was put up for sale.
“Dissolution of the Isle of Arran Steam Ship Company.—At a meeting of the shareholders of the Isle of Arran steamer on Tuesday last, it was decided to dissolve the company. It is probable a new company will speedily be formed; as the connection with the Isle of Arran with Ardrossan must be maintained. To allow the trade to be carried by another route would indicate a sad want of enterprize.”—Ardrossan Herald, November 26, 1859
“Steamer for sale.—To be sold by public roup, within the Eglinton Arms Hotel, Ardrossan, on Thursday, 5th January, 1860,at one o’clock, p.m., (if not previously disposed by private bargain,) the strongly-built and useful paddle wheel passenger steam ship Isle of Arran, 77 tons register, timber built, by John Wood, Port-Glasgow, and fitted with engines of 69 horse power. She underwent heavy repairs in 1850, being then lengthened at both ends, and furnished with new boilers and engine. She has since been kept in good order. Her dimensions are:—length, 135 feet; breadth, 18 feet; depth, 10 feet. Consumption of fuel moderate. The steamer now lies in Ardrossan Harbour.
“For further particulars apply to George Bayley and William Ridley, 2 Couper’s Court, Cornhill, London; Robert A. Munn & Co., 3, York Buildings, Dale Street, Liverpool; David Dunlop, 107, Buchanan Street, Glasgow;—Barr & Shearer, Shipbuilders, Ardrossan; or to John Jackson, Writer, there.”—Ardrossan Herald, December 10, 1859
She was sold by private bargain, prior to being put on the auction block.
“The Isle of Arran.—On Thursday last, previous to the advertised hour of public sale, the steamer Isle of Arran was purchased privately by Mr M‘Killican, Corn Agent, Invergordon, for the sum of £600. We understand the Isle is to be put upon the station between Invergordon and Inverness, and will be employed in carrying goods and cattle. The agent, Mr Jackson, has certainly done the best for the late owners in securing for her the above price. To “Old Nelly” and her new owner we wish long life and prosperity in more senses than one, “we ne’er shall see her like again.””—Ardrossan Herald, January 7, 1860
To temporarily fill the gap left by the demise of the Isle of Arran, the Largs and Millport Co.’s steamer for Arran, arranged to call at Ardrossan on the way going and returning.
“Notice.—The steamer that leaves Glasgow at 11 o’clock forenoon, on Saturday, 31st, will call at Ardrossan on her way to Arran, leaving about half-past three o’clock, for Brodick and Lamlash. The same steamer will call at Ardrossan on Monday and Wednesday mornings, leaving about ½-past 10, for Glasgow (weather permitting).—December 28, 1859.”—Ardrossan Herald, December 31, 1859
Prospects for a new steamer to take up the route, running in connection with the Glasgow & South-Western Railway were put forward.
“New Arran Steam Ship Co.—The prospectus is issued for the formation of a new Arran Steam Ship Company. The company will be formed on the limited liability principle; the capital to be £4500, divisible into 225 shares of £20 each. We are pleased to know that a considerable number of shares have been taken up, and its further success has our best wishes.”—Ardrossan Herald, December 31, 1859
“New Arran Steamer.—The want of a steamer on the station from Ardrossan to Arran, has in several quarters of Ayrshire and elsewhere, been deeply felt. It being winter, however, the general public do not experience the loss in the same way as they would have done in the excursion season. We are glad to know that the loss of such a steamer will only be temporary, and that in the approaching summer, a fine new vessel will occupy the place of the fated Isle of Arran. The steamer is to be got up by a joint stock company. A considerable number of gentlemen in Kilmarnock are interesting themselves in the movement, and a number have taken out some shares. We wish this project every success.”—Kilmarnock Post, December 31, 1859
The new company got together with some ambitious plans for the proposed vessel.
“Island of Arran.—We understand the Isle of Arran steamer, which plied for so many years in connection with trains on the Glasgow and South-Western Railway, has been laid up as being unfit to continue longer on the station, and that the company to whom it belonged has been dissolved, thereby leaving an important and lucrative station open for some of our enterprising Steamboat owners to take up. The number of families that frequent this beautiful island during the summer and autumn months affords a sufficient guarantee that it would be remunerative, as, if the railway company continued the same liberal terms to any new company as they did to the old, and if a first-class steamer fit to run across between Ardrossan and Arran—a distance of 13 miles—in one hour, enabling parties to leave per express from Bridge Street station at a quarter-past four, reaching Arran about six p.m., and returning in the same time, viz., leaving Arran at half-past seven and reaching Glasgow at half-past nine morning, there would be secured to this route the great bulk of the passengers that presently take the tedious journey of sailing via Glasgow and Greenock.”—Mail, January 10, 1860
The tenders to build the new steamer were opened in February, with the completion of the order projected for May.
“Arran via Ardrossan.—On Monday, the estimates were opened for the new steamer to ply between Ardrossan and Arran. The successful offerers are Messrs Blackwood, Gordon, & Co. of Paisley, who contract to place upon the station by the middle of May, a steamer eminently suitable for the trade, supplied with a double engine, for the sum of £4600. Already much inconvenience has been felt, and the early date at which the steamer will be ready will be gratifying to all parties on the island as well as here.”—Ardrossan Herald, February 18, 1860
The order went to Messrs Blackwood, Gordon, & Co. of Paisley.
“Steam communication between Ardrossan and Arran.—We are glad to hear that the enterprising boat-building firm of this town, Messrs Blackwood & Gordon, have been successful in obtaining the contract for the building and fitting of the new paddle steamer, which is intended to apply in future between Ardrossan and Arran. She is to perform the voyage between Ardrossan and Brodick within the hour, and is to be ready for the station on 15th of May. Paisley people who patronize Arran so largely during the coast-season, will thus be conveyed from the Paisley station to Lamlash in about two hours and a half or three hours at most.”—Glasgow Herald, February 18, 1860
In the meantime, the Ardrossan passengers and the mails were carried by the Largs and Millport Company’s steamer with a connection at Fairlie.
“Omnibus from Ardrossan to Fairlie, in connection with Arran steamer.—An omnibus leaves Ardrossan every Tuesday and Saturday on the arrival of the 12.15 train, conveying passengers for the steamer from Glasgow to Arran via Fairlie. The omnibus also leaves Ardrossan every Monday and Wednesday at 9 o’clock, to await the arrival of the steamer from Arran, and returns in time for the 2.15 train.”—Ardrossan Herald, March 31, 1860
The new steamer was launched at the end of April.
“Launch of the steamer Earl of Arran.—The Launch of the new steamer intended for the Ardrossan and Arran Station, took place on Wednesday last at Cartvale, Paisley. Amongst the shareholders from Ardrossan present, we observed Baillie Shearer; Ex- Baillie Drape; John Jackson, Esq., manager of the Company; Capt. M. Crawford; Capt. Blakeley; and Messrs. R. Hunter, Chapelhill; Lewis Fullarton; John Boyd; Robert Green; Alex. Fullerton, &c. There were also present a large number of ladies and gentlemen resident in Paisley. The day was fine, and precisely at 4 o’clock, Miss Jackson broke the bottle upon the bow of the Steamer, and having named her the Earl of Arran, she glided, without a pause, into her native element, amidst the cheering of the crowd of onlookers. The opinion of the gentlemen from Ardrossan was decidedly favourable, as to her model, and adaptation to the station. She looked exceedingly well upon the stocks, and better in the water. Her dimensions are: length over all, 148 feet; breadth 18 feet 6 inches; and when completed will be propelled by a pair of direct acting engines of 80 horse power, and is guaranteed by the builders to run fourteen miles an hour. It may also be mentioned as an evidence of the enterprise and business activity of the builders, that the time between the laying down of the keel, until the day of the launch, was only forty days. The saloon, for cabin passengers, has a capacious appearance, and will, we believe, be elegantly fitted up. There is also ample accommodation for steerage passengers. After the launch was over, Messrs. Blackwood and Gordon, the builders, met with the gentlemen immediately interested in the steamer, in the Globe Hotel, where success to the new boat, so auspiciously launched, was toasted with all the honours. The Herald, as representing both Ardrossan and Arran, heartily echoes the good wishes then expressed. The inconvenience of being without regular communication with the island of Arran having been felt, we shall now appreciate it all the more, when the Earl of Arran, in the course of next month is at Ardrossan instead of on the Cart.”—Ardrossan Herald, April 28, 1860.
“Launch.—Yesterday, the Earl of Arran paddle steamer was launched from the building yard of Messrs Blackwood & Gordon. The vessel was christened by Miss Jackson, daughter of John Jackson, Esq., Ardrossan. The Earl of Arran is a beautiful model, and we doubt not will prove a fast sailer. Her length is 140 feet keel, 18 feet 6 inches beam, and 8 feet 6 inches depth and she is to be fitted with a pair of engines of eighty horsepower. She has a spacious saloon for cabin passengers ,and also good accommodation for steerage passengers. Her build will make her a good steady sea-boat. We may mention that it is only 47 days since the keel was laid down. The Earl of Arran is intended to ply between Ardrossan and Arran.”—Glasgow Herald, April 26, 1860
Earl of Arran at Lamlash Quay
Immediately on her launch, her ambitious service was advertised. This included two sailings daily to Arran, calls at the rising resort of Whiting Bay, and a weekly sailing to Kildonan and Clachaig in competition with the Stranraer steamer on their weekly service on Fridays from Ayr to Campbeltown, returning on Saturdays.
“Glasgow to Arran in two hours, via Ardrossan.—The splendid Royal Mail (paddle) steamer Earl of Arran (now building) is expected to be on the station on Wednesday 16th May, and will sail daily with passengers and goods as under (casualties excepted), viz.—from Glasgow per express, at 4.15 p.m., arriving in Arran at 6.15 p.m.; from Lamlash via Brodick, at 6.50 a.m., arriving in Glasgow at 9.45 a.m.; from Ardrossan to Brodick, Lamlash, and Whiting Bay, at 9.15 a.m., or on arrival of 7.20 train from Glasgow.; from Whiting Bay via Lamlash and Brodick, to Ardrossan at 2.45 p.m., in time for the 5.15 p.m. train to Glasgow.; from Lamlash to Kildonan and Clachaig every Wednesday, at 11 a.m.—returning from Clachaig at 1.30 p.m. Fares between Glasgow and Arran.—1st in cabin—5s 6d; 2d and cabin—4 s; 3d and steerage—2s 6d; return tickets—1st and cabin—6s 9d; 2d and cabin—5s. Return tickets by express are available by express next morning; those issued on Fridays and Saturdays are valid during Monday; all others can only be used on the day of issue.—Ardrossan and Arran Steam-Ship Co., (Limited), Ardrossan, April, 1860.”—Glasgow Herald, April 30, 1860
Her service began on Wednesday 16th of May. She missed two days on service at the end of May but by the first of June was providing two sailings daily between Ardrossan and Arran.
By all accounts, she was a great success, and as the season closed in October, she included Campbeltown in her list of ports to visit.
“Ardrossan to Arran and Campbeltown.—The Royal Mail steamer Earl of Arran will sail after 1st Oct., and till further notice, as under (casualties excepted), from Ardrossan to Arran on Tuesdays, Thursdays, and Saturdays, at 9.20 a.m., returning on same afternoon; to Campbeltown on 2d and 17th October, at 9.20 a.m., returning same day.—Ardrossan and Arran S.S. Coy., Limited.”—Glasgow Herald, October 2, 1860
The Largs and Millport Company also added a steamer in 1860, but the year began with some troublesome weather. The Millport steamer that left Glasgow at 2 p.m. got detained in fog off Fairlie. The steamer was probably Lady Brisbane, and it is not clear if the call at Largs during Largs Fair had any impact on the difficulty.
“The Largs Steamer.—On Thursday last, the Largs steamer which left Greenock for Millport at 4 p.m., after touching at Fairlie, lost her way, whether owing to a slight snow shower or other causes is not distinctly ascertained—(it was a Largs Fast-day). After cruising about for several hours she was brought to anchor, those on board not knowing exactly where, till some time afterwards a whistle was heard from the land, which turned out to be from one of the porters on Millport quay, who had descried the steamer’s light, and who afterwards went round a headland for nearly two miles to ascertain what was the matter. The steamer managed to get to the quay at Millport at 4.20 a.m. on Friday morning, when the passengers were landed, thankful that they had escaped the perils of the trip.”—Mail, February 1, 1860
This provoked a response from some of the passengers.
“Largs steamers.—To the editor of the North British Daily Mail.—Sir.—Under the above heading in your paper of this date, there is evidently an intention by innuendo to throw discredit upon the captain of the steamer in question. In justice to the captain, we, the undersigned passengers on board at the time specified, beg to state that it was at the request of the passengers the captain gave orders to come to anchor, as they considered it not safe to attempt Millport quay amid such a blinding storm of snow and wind. Your correspondent, amid the comforts of ‘my ain fireside,’ seems to be oblivious to the truism that circumstances differ, and hence raves about the steamer’s cruising about for several hours and the porters descrying lights two miles distant on such a night; while the porters, simple men, were all in bed, giving the captain credit that he was not fool enough to try to land till the storm abated. We have only further to state that the captain never for once left his post from the time the snow-storm came down till it cleared away, when he immediately came round and landed his passengers.—We are, &c., John Wishart, William M’Farlane, Archd. Scott.—Millport, Feb. 1, 1860.”—February 4, 1860
Later in February, the Lady Kelburne experienced heavy weather on the voyage from Arran.
“Heavy gale on the Clyde.—On Sunday and yesterday, it blew one of the severest gales we have had this winter. Yesterday the Largs steamer, Lady Kelburne, Captain A M‘Kellar, left Lamlash at the usual hour for Glasgow. At Invercloy, it was found impossible to take in passengers and mail, which was only effected at Brodick Old Quay by means of the life-boat belonging to the Lady Kelburne. After being an hour and a half at sea, the captain was obliged by the violence of the storm, to put back to Brodick Bay, where he remained for upwards of two hours. Captain M‘Kellar declared to the passengers that it was, without exception, the worst day he had seen for a considerable number of years. About four o’clock he resolved to make another trial, and, after a splendid run from Brodick to Millport, he landed his passengers and cargo safely at the Broomielaw at 9½ p.m. The judicious and prudent conduct of Captain M‘Kellar called forth the admiration of all on board, and his coolness and self-possession were beyond all praise.”—Mail, February 21, 1860
More troublesome for the Company was the renewed interest in linking Wemyss Bay to the railway, that was hailed by correspondents to the Mail as a welcome advance.
“Proposed line of railway to Wemyss Bay.—We understand that it has been proposed to construct a branch line of railway from Glasgow to Wemyss Point. It has been suggested that the railway should branch off from the Greenock line a little below Port-Glasgow, and run down the Inverkip glen to the north side of Wemyss Point, which point affords sufficient shelter to a pier proposed to be erected there from the winds which prevail from the south and south-west for eight months during the year on the West Coast, and from which direction a heavy sea rolls up the channel. We understand that the proposed branch line has been surveyed by an experienced engineer, and that the route presents easy gradients and no engineering difficulties. Supposing such a branch line were formed, it would very much shorten the time in reaching Wemyss Bay, Largs, Fairlie, Millport, Arran, Rothesay, and the West Highlands generally. As fogs are less frequent below than above Cloch Light House, this line of railway would afford a most convenient starting point for the Irish and Liverpool steamers, or for disembarking their passengers in the Frith in the case of fogs, or for the purpose of saving time in reaching Glasgow. The cost of the proposed branch railway is estimated at £100,000, and we believe the promoters are prepared to furnish about one-half of the required capital. When such a line is formed, it is only a matter of detail to carry it on to Largs, should it be deemed necessary to give that neighborhood the advantage of railway communication with the great center of Scottish mercantile enterprise.—Mail, February 1, 1860
The new steamer for the Company, Juno, was launched from the yard of Messrs Tod & M‘Gregor, Partick, on March 13th. The Company had clearly been pleased with the Jupiter, built in 1856 from the same yard. The Juno was a larger and more powerful version of similar design.
“Launch.—Yesterday afternoon, a very beautiful river steamer named the Juno, was launched from the shipbuilding yard of Messrs Tod & M‘Gregor, Partick. The Juno is the property of the Largs and Millport Steamboat Company, and will be ready for the station in the course of a few weeks. Shortly before four o’clock, the ways having been cleared and the dog-shores knocked off, the Juno took the water in fine style, after being gracefully named by Miss Auld of Partick. The Juno is 190 feet keel, 200 feet overall, 19 feet beam, and will be propelled by direct acting engines of 110 horse-power. From her fine lines there is little doubt that the enterprising company to whom she belongs will have just cause to feel proud of her sailing qualities, and that she will prove a suitable consort to the Jupiter, which was also built by the same firm. After the launch, a select company retired to the model room, where success to the Juno was pledged in flowing bumpers. Success to the Largs and Millport Steamboat Company was also drunk, coupled with the health of the veteran Capt. M‘Kellar, who made an appropriate reply.”—Glasgow Herald, March 14, 1860
Juno (Macfarlane, Evening Citizen)
With their new steamer launched, the Largs and Millport Company sent the steamer Star on charter to run between Dundee and Leith.
“Edinburgh and Dundee steamer.—Early next month, the favourite first-class, sea-going, Clyde-built passenger steamer Star, 186 tons, 110 horse-power, will be placed on the passage between Leith and Dundee, and continue to sail daily from each harbour direct from the wharves, making no intermediate stoppages, and carrying passengers only.
“This fine steamer has a spacious saloon, an excellent dining cabin, and a comfortable steerage; is fitted with new boilers, and her engines are in the best possible order. She has been selected by the owners as peculiarly adapted for this passage, and nothing shall be wanting to render her a desirable conveyance in point of speed, comfort, and moderate fares. Further particulars will be given in future advertisements. Meantime apply to—J. D. Luke, West Shore, Dundee; David Smith, Dock Gates, Leith.—23d March 1860.”—Dundee Advertiser, April 6, 1860
“Edinburgh and Dundee steamer.—The favourite first-class passenger steamer Star, 186 tons, 110 horse-power, Captain Finlay, will commence running between Leith and Dundee, on Monday the 16th April next, leaving the West Pier, Leith, at 8 morning, returning from Dundee at 2 afternoon, and will continue to sail daily at these hours until further notice. Fares—cabin, 3s; steerage 2s. Refreshments will be supplied by an experienced steward.—J. D. Luke, West Shore, Dundee; David Smith, Dock Gates, Leith.—23d March 1860.”—Dundee Advertiser, April 6, 1860
Back on the Clyde, the new Juno was celebrated in the newspapers.
“Clyde Steamers.—The fine new steamer Juno, belonging to the Largs and Millport Steamboat Company, which was recently launched from the building yard of Messrs Tod & M‘Gregor, will, we understand, be shortly ready to commence the summer season on the station between Glasgow and Arran. She has been handsomely fitted up. and will be a most creditable addition our Clyde steamers. The Jupiter, to which, as her name implies, the Juno is a kind of partner, is about to be put on the “slip” to get the usual summer garnishing, prior to commencing on the same station for the season. It is an old favourite, and we have no doubt it will sustain its character in time coming. A boat from Glasgow will also, in a few days, be started from the Broomielaw for Largs and Millport in the morning, returning in the evening, so that people may come and go in one day.”—Scottish Banner, March 31, 1860
“The new Largs and Glasgow steamer Juno, belonging to the same owners as the Jupiter, Venus, &c., was down the river yesterday on a trial trip, but we have not ascertained the result.”—Greenock Telegraph, April 26, 1860
In March, there had been some complaints from residents of Millport, Largs and other resorts regarding the lack of sailings from Glasgow that allowed a return in the same day.
“Coast residences.—To the Editor of the North British Daily Mail.—Sir,—The inhabitants on the east side of the west coast, particularly at Wemyss Bay, Largs, Fairlie, and Millport, have had great cause for many years past to complain of want of a mid-day boat in spring, which would leave Glasgow early in the morning and return in the evening, after lying an hour at least at Millport, so as to give the Glasgow and Paisley people and others an opportunity of taking houses there without being detained all night. At all seasons of the year, this privilege is enjoyed at Gourock, Kilmun, Kirn, Dunoon, Inellan, Rothesay, and other places on the west side, and hence houses are taken at the whole of these places long before the Largs Steamboat Company begins to ply their mid-day boat. This is more inexcusable, as the steamer which applies to Arran on Saturdays and Thursdays lies at the Broomielaw dormant and disengaged from Wednesday afternoon till Saturday forenoon, and might at least take two trips weekly on Thursdays and Fridays, without the least inconvenience to the company, while it would be a great boon to the public, and give the Largs and Millport people a chance of getting their homes let on a footing of fair equality with their more fortunate brethren on the other side of the coast.—I am, &c., Equal Justice to Both Sides.”—Mail, March 21, 1860
Delays discharging cargo and luggage at Largs were also an irritation for the good Cumbrae folks.
“Largs and Millport boats.—To the Editor of the North British Daily Mail.—Sir,— About three weeks ago, a correspondent of yours complained of the Largs Steamboat Company not having then commenced their mid-day boat, to enable visitors to get to Millport, &c., to take houses and return on the same day. Notwithstanding that, no such boat has yet been begun, and some of the Largs people, I am told, are about to agitate some opposition boat, more likely to consult the public convenience. It occurred to me, however, that Millport had cause to complain of a greater grievance then the want of a mid-day boat—and that is, the detention of the steamer at Largs discharging its luggage, increased as it is by the of a cran on the quay (which they now enjoy at Millport); the want also of system otherwise, and the consequent confusion—for in winter I have seen 10 men 15 boys, one after another, examining, with a dark lantern, one and the same barrel, and often a barrel is thrice put ashore and ordered back to the boat, it being addressed “Millport, by Largs.” I have sat on board in winter often an hour, but once an hour and a half, between the arrival at, and departure from, Largs; and I have been often 6½ hours on the voyage. I say this has occurred on a calm night, so calm that, on reaching Millport at half-past 8 o’clock, I thought we had been becalmed, and not propelled by steam at all. I have been told that the evil in winter is irremediable, as two boats won’t pay, and necessarily the oldest boats must be used in stormy weather; but in summer there is nothing to hinder one or perhaps two luggage boats, the others being exclusively passenger boats. As, however, the company object to a luggage boat, as not remunerative of itself, let these boats take passengers at 2d a-head cheaper, and that will ensure ample remuneration, for some like pennyworths in value; and, to obviate objections founded on passenger-luggage, let passengers be allowed to carry luggage short of a cwt., for which the company are not to be responsible. It is true that the company justify themselves by saying that in summer, two of their boats virtually are exclusively passenger boats, but why not announce this in the newspapers, for several of my Greenock merchants have complained that when they brought goods to the quay at 4 o’clock these were refused, and allowed to lie at risk on the quay 2½ hours to await the hindmost boat. These twofold grievances of the want of a mid-day boat in spring, and detention at Largs in summer, have existed so long that I am assured that a public meeting is contemplated to be held at Millport, to tender encouragement to an opposition boat, failing the Largs Company yielding to reasonable terms. I am, &c., A Sufferer.”—Mail, April 4, 1860
To their credit, the Largs and Millport Company responded with excursion sailings, that were added to the regular schedule on the 17th of the month. Indeed, these Fast-Day sailings were a feature through the years. There was also an earlier departure from Millport on Monday mornings with proposed train connection, though experience with the slow winter steamers had shown that this was unlikely to improve matters.
“Largs and Millport steamer.—The steamer will sail on Monday mornings (only) from Millport at half-past 6, and Largs at 7, in time for the 9 o’clock train.”—Mail, March 30, 1860
“Fast-Day.—The fine sea-going steamer Jupiter will sail for Greenock, Gourock, Largs, Millport, and Arran, at half-past seven morning‚ returning in the evening. Also the fine steamer Venus will sail for Greenock, Gourock, Largs, and Millport at half-past ten morning—returning in the evening.”—Glasgow Herald, April 4, 1860
These sailing were repeated with Jupiter and Vesta on the Queen’s Birth-day, May 24th with fares 6d cheaper than daily sailings.
“Additional sailings.—On and after Tuesday, 17th instant, from Glasgow to Largs and Millport, every morning at half-past 10 and 2 o’clock afternoon. For Brodick and Lamlash, every Tuesday, Thursday, and Saturday, at half-past 12 p.m., returning following mornings. The half-past 10 steamer returns in the evening, leaving Millport at 4; Largs, half-past 4, for Glasgow.”—Glasgow Herald, April 13, 1860
The improvements to Millport Quay, were almost at a point of completion in May.
“Addition to Millport Quay.—The addition to the quay is getting rapidly forward, and promises to be not only a vast accommodation to passengers landing at Cumbrae by steamers, but also a great ornament to the village of Millport. However unfavourable the weather has been of late for agricultural operations, it has been most propitious for laying the foundations of this structure, there not having been a single day of storm to hinder the work from regularly progressing since the first stone of the foundation was laid in deep water. It is intended to be carried from the extreme point of the old quay to Knox’s Quay, and when finished will double the extent of the present accommodation. The expense of the new operations is calculated at about £1,500, which sum is raised in 20s. shares, principally held by individuals connected with the Island of Cumbrae. The contractor is a native of Rothesay, and is understood to be a mechanic of skill and abilities, who is known to have built other sea-breast works in a satisfactory and tradesmanlike manner; so that no fears are entertained of the job being able to stand the most violent blasts of a southern hurricane, to which the quay is peculiarly exposed. Her Majesty’s Commissioners of Woods and Forests have charged £25 as the price of the shore ground to be taken up by the addition to the quay projecting into the sea. This appears to be a source of revenue to the Crown quite unknown in former times, and no doubt would greatly surprise the old Cumbrae lairds were they to come back and view the ancient rugged rocks of the site, totally useless for any purpose known to them, and covered by the sea.”—Glasgow Courier, May 5, 1860
The Ayr and Ardrossan schedule began at the end of May.
“Additional sailings to Largs, Millport, Ayr, and Arran.—On and after Monday, 28th May, one of the Largs Company’s steamers will commence sailing to Ardrossan and Ayr, from Glasgow Bridge Wharf, every day at three-quarters past twelve noon, returning from Ayr following mornings at eight, and from Ardrossan at a quarter-past nine o’clock. Also to Brodick and Lamlash every day at two afternoon, returning following mornings, leaving Lamlash at six, and Brodick at half-past six o’clock. Full steamer arrangements will be published early next week.”—Mail, May 26, 1860
From June 1, sailings from Glasgow Bridge Wharf to Largs and Millport were as follows:—7.15 a.m. (train 7.35 a.m., continuing to Brodick and Lamlash, returning from Lamlash at 1.30 p.m., Brodick 2 p.m.; 10.30 a.m. (train 11 a.m.); 12.45 p.m. (train 2 p.m.) continuing to Ardrossan and Ayr, returning from Ayr following morning at 8 a.m., Ardrossan 9.15 a.m. on arrival of train; 2 p.m. (train 3 p.m.) continuing to Brodick and Lamlash, returning following morning from Lamlash at 6 a.m., Brodick, 6.30 a.m.; and 4 p.m. (train 5 p.m.). Sailings from Millport to Glasgow were at 6.30 a.m.; 7.45 a.m.; 10.15 a.m.; 3 p.m., and 4 p.m.”—Glasgow Herald, May 29, 1860
On June 1, the opposition steamer, Hero, began her excursions to Arran by way of Rothesay. The Jupiter was the steamer on the excursion by Largs and Millport.
“Favourite route—To Arran and back same day, via Rothesay.—Hero steamer will resume this station on Friday, 1st June—from Glasgow at 8 a.m.; from Lamlash at 2.15 p.m. Fares for the day’s sailing—cabin 3s.; steerage 2s.”—Glasgow Herald, May 29, 1860
Juno entered service at the beginning of June, but almost immediately had a breakdown in rough weather. She was on the roster sailing from Glasgow at 2 p.m., and returning in the following morning from Lamlash, Brodick, Corrie, then direct to Greenock.
“The steamer Juno, built by Messrs Todd & M‘Gregor for the Largs Steam-Shipping Company, commenced to ply yesterday, and gave proof of good sailing qualities. The Juno passed down here during the afternoon, well laden with passengers and their furniture going to summer quarters.”—Glasgow Herald, June 1, 1860
Juno
“Accident.—The steamer Juno, which commenced to ply on the Largs station on Thursday, was returning yesterday morning to Glasgow, but when nearing Gourock, owing to the violence of the weather, her shaft gave way on the starboard side. The accident caused very little detention, however, as Capt M‘Kellar kept on to Glasgow with the use of one paddle wheel. She will resume plying again in a day or two, as the injury can be speedily repaired.”—Glasgow Herald, June 2, 1860
Repairs to Juno were rapidly completed, and by the middle of the month, she was gaining a reputation for speed.
“The Arran station.—Quick sailing.—We understand that the new steamer Juno, which was recently added to the Largs, Millport, and Arran fleet, made the passage yesterday morning from Lamlash to the Broomielaw, in two or three minutes less than four hours, having left the former place a little after six, and landed her passengers in Glasgow before the stroke of ten. The Juno sailed without stopping from Corry in Arran, to Greenock; but, irrespective of this, it is one of the quickest course passages on record. The Juno was launched two or three months ago from the building yard of Messrs Tod & M‘Gregor, and shows that she is well able to sustain the good name of the Largs and Arran steamers.”—Glasgow Herald, June 19, 1860
“Fast sailing.—the Largs and Millport new steamer Juno, which was recently placed on that passage, came up from Arran to Greenock on Wednesday in one hour and forty minutes. This steamer bids fair to become the quickest of any on the Clyde.”—Glasgow Herald, June 22, 1860
Jupiter was in a collision at the end of June but the damage was slight.
“Collision in the Channel.—On Friday last, as the steamer Jupiter was on her passage between Millport and Lamlash, she came into violent contact with a sloop proceeding up the Channel. The two vessels encountered each other in the first instance at the bows, and afterwards the steamer was heavily struck by the sloop at the paddles. Such was the force of this second collision that the smart little Jupiter heeled completely over, and every moveable on deck was thrown out of its place. At this instant the terror of the passengers was extreme, as immediate destruction seemed inevitable, and a loud cry of dismay arose from the families on board. Things really did look at this period very alarming, the more so as no one, of course, could form any idea as to the extent of the injury sustained. Matters, however, soon assumed a less alarming aspect, the steamer having righted, and the two vessels having, to some extent, parted company. It was soon discovered that, beyond the tearing away of a considerable portion of the bulwarks of the Jupiter, near the bow, and some injury to several of the paddle-floats, neither vessel had sustained much damage. The cause of the accident is somewhat inexplicable, as the weather was clear and calm, and both vessels could observe each other at the distance of several miles. We fear that considerable carelessness will be found at the bottom of this occurrence, which fortunately proved of small moment, but might have terminated in a manner of which every one must shudder to think; and we trust that the matter will not be allowed to pass without proper investigation being made.”—Ardrossan Herald, June 30, 1860
In July, the Juno was on the excursion sailing and the Jupiter sailed from Glasgow in the afternoon, returning the following morning. The Juno again broke records for the journey.
“The Juno.—We are informed that on Friday last, the Juno performed the passage from Glasgow to Brodick in Arran in 4h. 40 m., landing her passengers, after having called at all ports and ferries.”—Glasgow Herald, July 9, 1860
In arrangements for the Glasgow Fair, there were no return tickets, and no goods carried on the Arran steamers on Friday, Saturday and Monday. Both Juno and Jupiter sailed from Glasgow on Saturday morning at 7 15 a.m., with Jupiter returning in the afternoon, and Juno on Monday morning, calling at Largs and Millport, rather than direct to Greenock.
The Hero was involved in a fatal accident in Rothesay Bay at the beginning of July.
“Rothesay.—July 3.—Melancholy Occurrence.—This forenoon, a few minutes past eleven o’clock, as the steamer Hero, from Glasgow to Rothesay and Arran, was entering Rothesay Bay, and just after turning the point, a small boat, with three persons on board, was seen ahead and pulling in the way of the steamer. Observing that sufficient efforts were not being made to keep out of her course, the speed of the steamer was checked and her engines reversed. The small boat came on against the paddle which caught the gunwale of the boat, and upset her. Two of the young men who were 17, 18, and 19 years of age respectively, clung to the small boat and were rescued, but the third, named George Pollard, a clerk with Messrs Z. Heyes & Son, South Arthurlie Printworks, Barrhead, was drowned. The names of the two saved are Allan Moody and James M‘Kay. The boat belonging to the steamer was lowered with all facility. The lads had arrived an hour before the accident by the Iona, and were rowing about for pleasure in the Bay. We have just seen the two survivors at M‘Kinlay’s Temperance Coffeehouse. They are recovering, and will probably proceed home this afternoon. The body of the one who was drowned has not yet (half-past two o’clock) been recovered.”—Glasgow Herald, July 4, 1860
Competition on the sailings from Glasgow to Arran by the different routes continued through the summer.
“Favourite route to Arran and back same day, via Rothesay.—Hero steamer calls at Rotheay and intermediate ports—from Glasgow at 8 a.m.; from Lamlash at 2.15 p.m; from Rothesay at 4.30 p.m. Rothesay and back—cabin 2s.; steerage 1s. 6d.; Arran and back—cabin 3s.; steerage 2s.”—Glasgow Herald, July 27, 1860
“To Arran & back same day.—The well-known fast seagoing steamer Jupiter sails from Glasgow every morning at a quarter past seven, for Brodick and Lamlash, calling as usual at intermediate ports, leaving Lamlash at half-past one, and Brodick at two, for Glasgow.
N.B.—The boat from Lamlash on Mondays at six morning, and Brodick at 20 minutes past six, Kilchattan Bay (Bute) at seven, sails direct for Greenock, intended for train at a quarter before nine for Glasgow.—Return tickets to Arran issued on board.”—Glasgow Herald, July 27, 1860
The schedule for the Largs and Millport Company in the height of the season featured sailings from Glasgow Bridge Wharf to Largs and Millport as follows:—7.15 a.m. (train 7.35 a.m., continuing to Brodick and Lamlash, returning from Lamlash at 1.30 p.m., Brodick 2 p.m.; 10.30 a.m. (train 11 a.m.); 12.30 p.m. continuing to Ardrossan and Ayr, returning from Ayr following morning at 8 a.m., Troon, 8.15 a.m., and Ardrossan, 9.15 a.m., on arrival of train; 2 p.m. (train 3 p.m.) continuing to Brodick and Lamlash, returning following morning from Lamlash at 6 a.m., Brodick, 6.30 a.m.; and 3.45 p.m. Sailings from Millport to Glasgow were at 6.30 a.m.; 7.45 a.m.; 10.15 a.m.; 3 p.m., and 4 p.m. Fares were the same as they had been in the previous year.
In August, one of the masters of the Largs and Millport fleet died after a short illness.
Captain Duncan M‘Coll, of the Largs and Glasgow steamer Vesta, died at Millport on Thursday. He had been sailing his vessel up till the previous Saturday evening, and after being confined for a few days, he was able to be up and even for a short time in his garden on Thursday, when he became suddenly worse, and died before he had time to strip his clothes and go to bed. He may thus be said to have died with harness on his back. He was long known on the Glasgow and Garelochhead trade, and was a careful attentive man to his duties.”—Glasgow Courier, August 9, 1860
On the second last day of August, the Master Tradesmen of Glasgow chartered Juno for their annual trip, and she set off from Bridge Wharf at 7 a.m., just after Messrs Hutcheson’s Iona. Although Capt. Alex M‘Kellar had no intention of having a tie with the Iona, they left together, Juno following on the heels of Iona whose speed was well recognized. There were many stoppages down river between the Broomielaw and Bowling, “but after leaving Bowling, both steamers went off in gallant style. There was no extra pressure on the boilers of the Juno, and we thus digress to show the beautiful working of a steamer which has proved a great favourite since she was put on the Largs and Millport station. The unprecedented speed of the celebrated steamer Iona has been frequently noticed. On this occasion, however, on meeting the Juno, she found her match. From the time the steamers passed Bowling till they reached Greenock, there was very little change in the space between them; indeed, if anything, the Juno had the best of it.”—Glasgow Herald, August 31, 1860.
October 1 for Largs and Millport at 10.45 a.m.; 2 p.m. (train 3 p.m.), returning following mornings from Millport at 7.45 a.m.; 11.15 a.m., and Largs 8.30 a.m.; 12 noon. The 10.45 a.m. sailing from Bridge Wharf continued to Brodick and Lamlash on Tuesdays, Thursdays, and Saturdays, returning from Lamlash the following morning at 9 a.m., Brodick at 9.30 a.m.; and to Ardrossan, Troon, and Ayr on Mondays, Wednesdays, and Fridays, returning from Ayr the following morning at 9 a.m., Troon at 9.30 a.m., and Ardrossan at 10.15 a.m.
There was a complaint about a dangerous practice undertaken by the Arran steamer when entering Lamlash Bay. As the season was winding down, this would likely have been the Jupiter.
“Dangerous rock near Lamlash Arran.—To the Editor of the Glasgow Herald.—Sir,—The fatal accidents which repeatedly took place at the Fearn Islands some years ago, to steamers attempting a shortcut among them, instead of keeping the open sea, whereby great loss of lives resulted, must be well remembered. The recent accident also on Loch Lomond, to a steamer from a sunken rock, is calculated to excite apprehension among tourists, lest other dangers may lurk in their paths. I wish to warn the public against one which lately came under my notice. At the northern entrance to Lamlash Bay, there is a point of land jutting out to the sea, and a small, black, ugly-looking rock, or islet, lies a few yards off. The gut between the land-point and this rock is only a few yards wide, scarcely so much as the breadth of an ordinary street. Now, one of the steamers in which I happened to be in this autumn, on its daily trip between Brodick and Lamlash, crowded with passengers, instead of keeping outside the rock altogether, in the open sea, makes a rush, at full speed, through the narrow gut, for the sake of saving about two minutes, and so close to the jagged edges, that the hissing waters between the rock and the steamer are almost invisible from the deck, while from the cabin windows a person could almost touch the rock with a stick. This is extremely dangerous. Were the vessel not to obey the helm promptly, or were she to swerve in the least while making the rush, certain destruction to ship and passengers would follow. There may even be spurs of the rock under water, against which a vessel might strike while pitching in the heavy swell which often occurs at the point. I do not know if all the steamers to Arran adopt this dangerous passage, but there is one in particular, which does so regularly, and I was on board of her three times this autumn, when she made the rush. I withhold the name of the steamer in the meantime, hoping that the practice will be at once abandoned. But, if persisted in, the subject should be brought before the Lord Advocate for the safety of the lieges.—Nemo, 3d October, 1860.”—Glasgow Herald, October 4, 1860
The winter service reverted to the older boats, Lady Kelburne and Lady Brisbane.
“Change of days and hours of sailing.—On and after Monday, 3d December, until further notice, the steamer from Glasgow to Largs and Millport will sail every afternoon at ¾-past one; and to Arran every Tuesday and Saturday at 11 forenoon—returning following mornings.”—Glasgow Herald, November 26, 1860
The Earl of Arran also limited her sailing to two days a week between Ardrossan and Arran.
“Alteration of days of sailing between Ardrossan and Arran.—From 1st January, 1861, until further notice, the steamer Earl of Arran will sail as under (casualties excepted):—from Ardrossan to Arran on Tuesdays and Saturdays at 12.25; and from Arran to Ardrossan on Mondays and Thursdays at 11 forenoon.—Ardrossan and Arran Steam-Ship Coy. (Limited), Ardrossan, 21st December, 1860.
“N.B. The Earl of Arran has been withdrawn from the Campbelltown trade.”—Glasgow Herald, December 29, 1860
Pre-season overhaul occurred in April.
“Steamer Earl of Arran.—For a few days from and after Monday first, this steamer will be off the station from Ardrossan to Arran, in order to undergo certain improvement. The steamer is likely to be on the station before Lamlash Fair.—Ardrossan and Arran Steam-Ship Coy.’s (Limited) Office, Ardrossan, 12th April, 1860.”— Glasgow Herald, April 18, 1861
The new season for the Earl of Arran began on June 1, and was much less ambitious than the one offered in her initial year.
“Rapid communication between Glasgow and Arran, via Ardrossan, in connection with ordinary and express trains.—The Royal Mail Steamer Earl of Arran will leave Ardrossan daily, from and after 1st June, for Brodick and Lamlash, at 9.20 a.m., on arrival of morning train from Glasgow and Kilmarnock—returning same afternoon, excepting Wednesdays, in time for the 5.15 train from Ardrossan. From Ardrossan for Brodick and Lamlash on Fridays and Saturdays, at 5.20 p.m., on arrival of express train from Glasgow—returning Monday morning for the express to Glasgow. From Ardrossan to Whiting Bay on Saturdays, at 9.20 a.m.—Ardrossan and arran Steam-Ship Coy. (Limited), —20th May, 1861.”—Glasgow Herald, May 30, 1861.
In February, a proposal to establish telegraphic communication between Glasgow and the coast town was announced. This would greatly facilitate business, particularly for those whose summer residences were on the coast.
The Largs and Millport Co.’s schedules followed much the same pattern as they had in previous years, with additional steamers and routes added through the spring. The Star that had been chartered to the Dundee and Leith service, returned to the fleet.
“Largs, Millport, and Arran steamers.—On and after Friday the 1st February, the steamer for Largs and Millport will sail at two o’clock afternoon—train 3 o’clock. The steamer for Arran continues to sail, till further notice, on Tuesdays and Saturdays, at eleven o’clock forenoon—returning on Wednesday and Monday mornings.—Glasgow, 24th Jan., 1861.”—Glasgow Herald, January 29, 1861
A morning boat to Millport, returning in the evening, was added in April. This was almost certainly Vesta.
“Largs, Millport, and Arran steamers.—On and after Tuesday the 2nd April, the sailings will be as under, until further notice: For Largs and Millport, every morning at nine; every afternoon at two, train 3. For Brodick and Lamlash, on Tuesdays and Saturdays, at two, train 3. Returning on Monday and Wednesday mornings, leaving Lamlash at three-quarters past five, and Brodick at a quarter-past six. The boat from Glasgow at nine morning returns in the afternoon, leaving Millport at four and Largs at half-past four.
“Note.—Additional sailings will be advertised in a few weeks.—Glasgow, 25th March, 1861.”—Glasgow Herald, March 27, 1861
Jupiter was also brought out of her winter lay-up for the Glasgow Fast-day. Generally, after this excursion, she was overhauled for the season.
“Fast-day pleasure sailing.—Largs, Millport, and Arran steamers.—The fine steamer Jupiter will sail on Thursday, 11th April, for Greenock, Gourock, Largs, Millport, Brodick, and Lamlash, at ½-past seven morning—returning in the evening. Also, the fine steamer Vesta will sail at 9 o’clock for Largs and Millport—returning in the evening.”—Glasgow Herald, April 11, 1861
However, it was the older steamers, Vesta excepted, that populated the routes in the early part of the year.
“The steamers Star, Vesta, Venus, or Lady Brisbane will sail, on and after Saturday, 4th May, from Glasgow Bridge Wharf, till further notice.—For Largs and Millport—every morning at 9 o’clock, every afternoon at half-past 12, every afternoon at 2, train 3 p.m.; every afternoon at a quarter before 4, train 5 p.m. For Brodick and Lamlash from this date—every Tuesday, Thursday, and Saturday, at 2 o’clock, train 3 p.m. or Ardrossan, Troon, and Ayr—every afternoon at half-past 12.
“These steamers return succeeding mornings—leaving Millport at 1.2-past 6, ¾-past 7, ¼-past 10, & afternoon at 4; Largs at 7, ½-past 8, 11, and ½-past 4; Lamlash, ¾-past 5; Brodick, ¼-past 6 morning; Ayr, 8 morning; Troon, ½-past 8; and Ardrossan at 9.—Glasgow, 23rd April, 1861.”—Glasgow Herald, April 27, 1861
The steamer on the Arran by way of Rothesay station in 1861 was Spunkie.
“Favourite route to Arran and back same day, via Rothesay.—The splendid steamer Spunkie, Capt. Young, from Glasgow 8 a.m., train 9 a.m.; from Lamlash, 2.30 p.m.; from Rothesay, 5 p.m. Return fares:—Arran—cabin, 3s.; steerage, 2s.”—Glasgow Herald, June 4, 1861
“Grand excursion to Arran, through the Kyles of Bute, every Thursday.—Favourite route to Arran and back same day, via Rothesay.—The splendid steamer Spunkie, Capt. Young, from Glasgow 8 a.m., train 9 a.m.; from Lamlash, 2.30 p.m.; from Rothesay, 5 p.m. Return fares:—Arran—cabin, 3s.; steerage, 2s.”—Glasgow Herald, July 23, 1861
She would be opposed on the 7.30 a.m. sailing from Glasgow by way of Largs and Millport. Both the new Juno and older Jupiter were employed on this route at different periods, over the summer.
“Glasgow and Arran sailings.—The superb steamers Juno or Jupiter sail from Glasgow for Brodick and Lamlash every morning at ½-past seven, and every afternoon at two o’clock—returning following mornings from Lamlash three-quarters past five, Brodick six, intended to be in time for the quarter-past nine express train at Greenock; and every afternoon from Lamlash at two, and Brodick half-past two. Fares—going and returning—cabin 3s.; steerage 2s. Return tickets available by either boat.”—Glasgow Herald, June 12, 1861
The Largs and Millport Co., began summer arrangements at the beginning of June. Sailings from Glasgow Bridge Wharf for Largs and Millport were at 7.30 a.m., train 7.45 a.m., continuing to Brodick and Lamlash, and returning in the evening; 10.15 a.m., train 11 a.m., returning in the evening; 12.30 p.m., continuing to Ardrossan, Troon, and Ayr; 2 p.m., train 3 p.m. continuing to Brodick and Lamlash, returning the following morning; 2.50 p.m. train 4 p.m.; and on Fridays and Saturdays only, 3.45 p.m., train 5 p.m.
Venus, sailing to Largs and Millport, had a breakdown in June.
“Notice.—in consequence of an accident to the machinery of the steamer Venus, there will be no boat from Glasgow at 2.50, for Largs and Millport; but a steamer will sail at 3.45, train 5 for the above places. The morning sailings from Largs will be 7 o’clock and 7.45. No boat from Largs at 8.30 till further notice.”—Glasgow, 17th June, 1861.”—Glasgow Herald, June 17, 1861
In July the Largs and Millport sailings from Glasgow changed only when the afternoon boat at 3.45 p.m. was advanced to 3.50. The train connection for the 2.50 sailing was now at 4.7 p.m. rather that 4 p.m. previously. Return sailings from Millport were at 6.30 a.m. (connecting train at Greenock 8.45 a.m.); 7.15 a.m. (train 9.15) (no call at Fairlie); 8 a.m. (train 10.30 a.m.; 10.15 a.m.; (train 12.30 p.m.); 2.30 p.m. (train 4.40 p.m.); 4 p.m. Largs timings were 30 minutes later than Millport. There was an extra boat from Millport on Monday mornings at half-past 5, and from Glasgow to Largs and Millport on Saturday evenings at 7.30 p.m. On Mondays, the morning boat from Lamlash called at Brodick, Corrie, Kilchattan Bay, and direct to Greenock.
The season persisted into the first week of October when the Arran service was reduced to a single sailing at 10.45 a.m., three days a week, alternating with the Ardrossan and Ayr sailing. Both these sailings returned the following morning. The winter service with the Largs and Millport steamer at 2 p.m. from Bridge Wharf, returning the following morning from Millport at 7.45 a.m., and Largs at 8.30 a.m. was instituted at the beginning of December. The Arran winter service sailed from Bridge Wharf on Tuesdays and Saturdays at 10.45 a.m., returning from Lamlash at 9 a.m., and Brodick at 9.30 a.m. the following morning.
And so into 1862, again the seasonal changes of the Largs and Millport Company flowed and ebbed.
“Change of sailings.—The following are now the sailings to and from Largs, Millport, & Arran, from Glasgow Bridge Wharf, till further notice:—To Largs and Millport every afternoon at 2, train 3; returning following mornings from Millport at ¼-past 7; Largs, ½-past 8. To Brodick and Lamlash every Tuesday and Saturday, at ¾-past 10 forenoon; returning following mornings—leaving Lamlash at 9; Brodick, ½-past 9.”—Glasgow Herald, January 7, 1862
The steamer on the station later in the month, Lady Brisbane, was called on to complete some heroics in a winter gale.
“Rescue of a schooner.—On Tuesday night, about half-past eleven, a light was observed off Foreland Point, Isle of Cumbrae; and a gun was heard firing what appeared to be signals of distress. A party from the College immediately started, and with some difficulty arrived at the Point, and found the vessel, a schooner, in a very critical position, brought up so close to the rocks as to be actually among the breakers. They succeeded in making out the urgent request of her crew of the assistance of a steamer, and at once walked to Balloch Bay, where the Lady Brisbane, Captain Thomson, had gone for shelter. The crew of the Brisbane were awakened, and in a short of time steam was up, and the Brisbane under weigh. The first glance at the strayed vessel was not calculated to inspire hope, but by the skilful handling of the Lady Brisbane, she was at last extricated with only the loss of her anchor and cable. The schooner proved to be the Qui Vive (Evans, master,) from Newport to Bowling, laden with pig iron.”—Greenock Advertiser, February 1, 1862
A month later, Captain Thomson, was among other masters brought up before the police court for failing to keep their vessels at slow speed when within 200 yards of the quay at on February 22d. “Arch. Thomson, master of the steamer Lady Brisbane, was charged with a similar offence on the same date. He, however, pled guilty, remarking that his vessel went so slow that it made little difference with her. He was fined in 15s.”—Glasgow Morning Journal, February 28, 1862
“Largs, Ardrossan, Ayr, and Arran steamers.—On and after 15th May, the Largs Co.’s steamers will sail as under from Glasgow:—For Largs and Millport, every morning at ½-past 10, train 11. This boat returns in the evening—leaving Largs at 4 p.m., for Glasgow. For Largs, Millport, Ardrossan, Troon, and Ayr, at 2, train 3. This boat returns following mornings—leaving Ayr at 8 o’clock; Troon about ½-past 8; Ardrossan about 9; Largs about 11. For Largs, Millport, Brodick, and Lamlash at 3, train 4. This boat returns following morning—leaving Lamlash at ¾-past 5; Brodick, ¼-past 6; Largs ¾-past 7.”—Glasgow Herald, May 26, 1862
“The steamer Lady Kelburne will sail on Saturday first, for Largs and Millport, at ¼-past 4 p.m.”—Glasgow Herald, May 30, 1862
The opposition steamer in 1862 on the Arran by way of Rothesay station was Spunkie.
“Favourite route to Arran and back same day, via Rothesay.—The splendid steamer Spunkie, Capt. Young, from Glasgow daily, at 8 a.m., train 9 a.m. Returning in the afternoon. Fares to Arran and back, cabin, 3s.; steerage, 2s. Single fare to Rothesay, cabin 1s.; steerage 6d.”—Glasgow Herald, May 26, 1862
Again, it was Juno and Jupiter managing the two Arran sailings for the Largs and Millport steamers.
“Additional accommodation to Arran.—The splendid swift-sailing Royal Mail steamers Juno or Jupiter (or other steamers) will sail from Glasgow, on and after Tuesday, 27th May, every lawful day, at ½-past 7 morning, for Greenock, Gourock, Largs, Millport, Brodick, and Lamlash; returning in the afternoon—leaving Lamlash about 2, Brodick about 2.20 p.m. Fares, single to Arran, cabin, 2s.; steerage, 1s 6d. Fares, going and returning, cabin, 3s.; steerage, 2s.—Glasgow, 26th May, 1862.”—Glasgow Herald, May 30, 1862
Summer arrangements commenced June 2. Sailings from Glasgow Bridge Wharf for Largs and Millport were at 7.30 a.m., train 7.40 a.m., continuing to Brodick and Lamlash, and returning in the evening; 10.30 a.m., train 11 a.m., continuing to Ardrossan, and returning in the evening; 12.45 p.m., train 2 p.m. continuing to Ardrossan, Troon, and Ayr; 2 p.m., train 3 p.m. continuing to Brodick and Lamlash, returning the following morning; 3 p.m. train 4 p.m.; and 4.45 p.m., train 5.50 p.m. Return times from Millport at 6.30 a.m., 7.15 a.m., 10.30 p.m., 3.30 p.m., and 4.30 p.m.; from Largs 30 minutes later than these times; from Lamlash at 5.45 a.m., and 2 p.m.; from Brodick, 20 minutes later than these times; from Ayr at 8 a.m.; from Troon at 8.30; and from Ardrossan, at 9 a.m. and 3.30 p.m. Fares to Largs and Millport from Glasgow were cabin 1s.; steerage 9d. and from Greenock were cabin 9d.; steerage 6d.
The Jupiter was placed on the Arran excursion, and the Venus on the new excursion to Ardrossan. Excursion fares to both ports were cabin 3s.; steerage 2s. The Ayr station was shared by the Star and Lady Kelburne. The Juno would likely be on the afternoon sailing to Arran, with the important morning sailing from Lamlash and Brodick to connect with the trains at Greenock. The Vesta would likey be on the early morning sailing to Greenock from Largs and Millport. The remaining steamer, Lady Brisbane, was placed on the Arrochar station when the regular steamer, Chancellor, had been laid up for the season. This may have been a means of finding gainful employment for an idle vessel in the height of the season, as later, Vesta also aided with connections to the Holy Loch and Arrochar steamer.
“To Arrochar, by Dunoon and Kilmun.—The steamer Lady Brisbane, Captain John Wilson, will sail—from Glasgow to Arrochar, at 7.45 a.m., train 9 a.m., down; from Arrochar to Glasgow, at 2 45 p.m. Fares to Greenock, Gourock, Dunoon and Kirn—cabin 6d., steerage 3.; to Ardenadam, Kilmun, Strone and Blairmore—cabin 1s., steerage 6d.; return fares to Ardentinny and Arrochar—cabin, 1s. 6d., steerage 1s.
“N.B.—pleasure parties for the above places taken at moderate rates.”—Mail, July 5, 1862
An incident at one of the Loch Long ferries is worth a mention.
“Prompt rescue by a woman.—A few days since as Hugh Cameron, ferryman, at Marlagan, near Arrochar, was shoving his boat off from the steamer Lady Brisbane, after putting a passenger on board, he overbalanced himself and tumbled overboard. On reaching the surface he clung to the boat and was in great peril, when his wife, seeing the dangerous plight of her husband, shoved off along with a boy to his rescue. On reaching the spot, instead of attempting to pull him on board she wisely told him to get hold of the stern of the boat and she would tow him ashore, which she did accordingly in a seaman-like manner. Cameron was little the worse of his bath, but doubtless owes his life to the prompt action of his better half.”—Greenock Advertiser, July 1, 1862
During the Glasgow Fair, there were some complaints about some underhand practices on the Arran steamer.
“Arbitrary steamboat charges.—To the Editor of the Glasgow Herald.—Sir,—This being the season during which many of our artizans and pent-up citizens, who labour from week to week in close workshops and crowded factories, are annually bent on seeking pleasure as their various fancies may dictate or their inclinations lead, those who prefer going to the coast, as multitudes do, are often unaware of the charges usually made on the various routes. Now, if they do not know the regular fare charged, but are accustomed to pay just what is asked without any comment thereon, is it not too bad of masters of steamboats to take advantage of regular passengers and compel them to pay the additional charge made during the Fair holidays? There is an adage which has for its purport something of the following:—‘Make hay while the sun shines.’ Certainly this is all very good in its way, provided it be legitimately done. I was a passenger on board the Arran steamer, Juno, on Friday last, and the regular fare to Millport all season has been 1s.; but the Largs Company knowing that the boat on that day would be filled at whatever price they chose to fix, coolly told the passengers (through their servants) that the fare would be 1s. 6d., or 50 per cent. of an advance; and when remonstrated with, the captain merely said that 1s. 6d. was the fare, and 1s. 6d. he must have. This morning I came up and found matters just in the same state on board. Surely this sort of conduct ought to be put a stop to. I would rather pay £5, provided that was the legitimate charge, than be done out of sixpence. If you can find room for the above in your valuable paper, you would confer an especial favour, not only on the writer, but also on a few Millportonians.— I am, &c., A Regular Passenger.—Glasgow, July 22, 1862.”—Glasgow Herald, July 23, 1862
At the end of July there was a serious collision between the Jupiter and Star.
“Accident to the steamer Jupiter.—This steamer left the Bridge Wharf at half-past 7 yesterday morning with a numerous freight of passengers for Greenock, Largs, and Millport. Everything went well till the vessel was opposite Langbank, when the steamer Star, of the same company, coming up the river, struck the Jupiter exactly opposite the cabin door, cutting away the bulwark and deck down to the water level. Fortunately, few of the passengers were about the stern of the vessel. One group, however, were sitting quite close to the point of the collision, and were knocked some to the other side of the vessel, and others into the cabin door. We are happy to say that none of the parties were seriously injured, though the fright and shock naturally through them into great alarm. There is reason for much thankfulness that the consequences are no worse, for it seems only by a miracle that several of the passengers were not maimed were killed by the collision, and that the steamer was not sunk. The Jupiter is a fine iron steamer, and so also is the Star. It was marvelous to see that, though cut down to the seats of the ladies’ cabin, the breach in. the Jupiter was just too far above the level of the river as to keep the water from rushing in, The Star was comparatively uninjured, and proceeded on her way to Glasgow. The passengers of the Jupiter were transferred to the Lady Brisbane, and landed at Greenock. Matthew Rodger, Esq., Roseland, who probably sustained the severest shock, was conveyed to the Tontine and Dr. Mackie was sent for, and after examination reported that beyond a severe blow on the thigh, which is not likely to be troublesome, Mr. Rodger had sustained no injury. The captain and officers were very kind and attentive in the alarming circumstances to the passengers. The Star was passing on the shore side of the Jupiter and as the tide was going out it is supposed that the eddy in the river during the ebb-tide may have swung the Star somewhat aside, though her passage in any circumstances must have been a very close shave. Both vessels were taken to Messes Barclay, Curle & Co’s dock for repair. The Star, having only lost two plates near her bow, will be ready to resume her station to-day, but the Jupiter is not expected to have her repairs completed for nearly a week.”—Glasgow Morning Journal, August 1, 1862
Another account provides a little additional information.
“Collision on the river.—Yesterday morning about nine o’clock, the steamer Star came into violent collision with the steamer Jupiter, opposite Dumbarton. The former vessel was steaming up the river, and the latter was on her outward trip to Arran. It is said that the Star had given the Jupiter too much sea-room, and in consequence she touched the ground, and did not steer properly. The captain of the Star immediately signalled to stop the engines, but the engineer being at breakfast at the time, the order was not so speedily obeyed as it would have been under other circumstances. The result was that the stem of the Star struck the Jupiter on the port side, abaft the paddle-box, and cut her down to the water’s edge, damaging her very seriously. The bow of the Star also sustained injury, but not to any great extent. It is scarcely necessary to mention that the passengers on board both vessels were greatly alarmed when the accident occurred. The steamer Lady Brisbane, presently employed on The Arrochar route, steamed alongside the Jupiter and took off her passengers, who were safely landed at Greenock, and those for Arran were conveyed to their destination by the steamer Spunkie. The Largs and Millport passengers were detained at Greenock till the arrival of the next boat. The Star proceeded on her trip; and subsequently, after some temporary repairs, the Jupiter sailed for Glasgow, where she is being repaired at Barclay’s slip.”—Glasgow Herald, August 1, 1862
Early in September, the Vesta took up the 10.30 a.m. excursion sailing to Largs and Millport, when the extension to Ardrossan by that steamer was withdrawn. In October 28th, the winter service was introduced with a single Largs and Millport sailing from Glasgow at 2 p.m., train 3, returning from Millport at 7.45 a.m. the following morning to meet the 10.30 a.m. train at Greenock. The Arran sailing was cut to three times a week on Tuesday, Thursday, and Saturday, at 10.30 a.m., returning the following mornings from Lamlash at 9 a.m., and Brodick at 9.30 a.m. In November, this was later put back to sail from Glasgow at 11 a.m.
The Largs and Millport Company began 1863 as in previous years.
“Sailings to Largs, Millport, and Arran.—For Largs and Millport every day at 2 o’clock, train 3; returning from Millport every morning at 3.4-past 7; Largs ½-past 8, for ½-past 10 train.
“N.B.—For Largs, Millport, Brodick, and Lamlash, every Tuesday and Saturday, at 11; returning following mornings from Lamlash at 9, Brodick ½-past 9.—Jan. 2, 1863.”—Glasgow Herald, January 5, 1863
“Additional sailings to Largs, Millport, and Arran.—On and after Friday the 17th curt., to Largs and Millport every day at 10.30 a.m., train 11, and 2 p.m., train 3; returning from Millport every day at 7.45 a.m., Largs at 8.30 a.m., in time for the train from Greenock at 10.30 a.m.; and in the afternoon from Millport at 4.30 p.m., Largs at 5 p.m.
“N.B.—Brodick and Lamlash every Tuesday, Thursday, and Saturday, at 2 p.m., train 3; returning following mornings from Lamlash at 6, Brodick 6.30 a.m.—Glasgow, 14th April, 1863.”—Glasgow Herald, April 15, 1863
However, momentous changes were afoot. The Civil War between the Union and Confederate states had broken out in April 1861, and almost immediately, the Confederate ports on the Atlantic and Gulf of Mexico coasts subject to blockade by the Union Navy. The Confederates initially had no Navy worthy of note, and required war materiel to sustain their campaign. Much of this materiel was available in Europe, and in Great Britain, and could be purchased in exchange for cotton, but in reaching the Confederate ports, it was necessary to evade the Union blockade. Fast steamers with shallow draught were required, steamers that could withstand the Atlantic swell, and outrun the Union cruisers. The channel steamers, such as Messrs Burns Giraffe, were the most attractive targets for purchase for the Confederate cause. They were fast and heavily built to survive the gales of the open waters of the Irish Sea and Firth of Clyde. Soon, however, the fastest of the Clyde steamers were targeted by “The Emperor of China,” as the nebulous Confederate agents disguised their purchases. The steamers on the Arran route were both fast and stoutly built, and were particularly prized.
As many of the faster craft on the Rothesay station were withdrawn and sold to the “Emperor of China,” early in the new year, the Vesta was sold to Peter Lindsay Henderson. He placed her on the Glasgow and Rothesay station where her speed and accommodation were appreciated. Peter Lindsay Henderson was the son of James Henderson who had been involved with the firm of Messrs Henderson & M‘Kellar on the Gareloch trade, and as Messrs Henderson & Son, had built up a ship building and repair business at Renfrew. They also had strong connections with Danish shipping, and ownership of a number of steamers sailing from Copenhagen to Jutland and the north German ports. Peter Lindsay Henderson was involved with the Danish side of the business, and also had a good record as a broker, purchasing steamers cheaply and selling them on at a profit.
“Glasgow and Rothesay.—The swift steamer Vesta, Captain Reid, will sail as under every lawful day:—From Glasgow at 9 a.m.; train 9.45. From Rothesay at 1.30 p.m.”—Glasgow Herald, April 15, 1863
The sale of the Juno to Confederate agents was negotiated in early April. However, before the sale was confirmed in the newspapers, tragedy struck the M‘Kellar family.
“Deaths.—M‘Kellar—At 38 Paterson Street, Kingston, Glasgow, on the 12th inst., in his 44th year, Capt. Alexander M‘Kellar, of the steamer Juno.”—Caledonian Mercury, April 14, 1863
Since the retiral from the business of his father, Duncan M‘Kellar (snr.) around 1855, Alexander M‘Kellar had been the leading member of the family in the Largs and Millport Company. The cause of death was given as ‘Indefinitely ascertained, exhaustion from over stimulation by alcohol, 2 days, fatally complicated with hepatic disease. He died on board the steamer Juno in Glasgow Harbour’. It is tempting to link this fatal bout of drinking with the sale of his steamer Juno. His younger brother, Duncan M‘Kellar (jnr.), had drowned on January 2, 1856, in circumstances where alcohol might well have been causative. It is hard not to feel sympathy for old Duncan, and his family who maintained substantial ownership of the steamers. He had one remaining son associated with the business, Captain John M‘Kellar of the Venus. A fourth son, Peter, had worked as a master with the Irish Channel steamers.
The steamer sales progressed despite the tragedy. Jupiter was also reported as sold.
“More Clyde river steamers sold.—Notwithstanding the havoc that has already been made amongst our fine fleet of swift river steamers, the Fates seemed to have destined a still further inroad amongst those left. The Chancellor, well known on the Arrochar station, has been sold to an Isle of Wight company for sailing in the Channel as a concert to the Gareloch, which left the river some months ago. The Juno, the finest and swiftest steamer on the Largs and Arran route, has also been sold, to whom it is not said, but it is generally believed to that useful, though mythical, individual, His Highness of China. It is also rumoured that the emissaries who made the purchase of the Juno have also offered for the Mail, Rothesay Castle, and Jupiter, all first-class steamers, the two former being almost new, and two of the finest and swiftest steamers on the Clyde. It is also said that offers have been made for Capt. Buchanan’s new steamer, but we understand the owners are very unwilling to part with them, the season being so close at hand, and there being no time to get new ones built for the season.”—Glasgow Morning Journal, April 21, 1863
“Greenock.—Sale of steamers.—We understand that the Glasgow and Dublin steamer Lord Clyde has been sold to American owners, and that her place will be filled temporarily by the Fleetwood and Belfast steamer Prince of Wales. A paddle steamer of similar size, named the Lord Gough, is building by Messrs Caird & Co., and will be ready in June. The Glasgow, Cork, and Waterford steamer Tuskar has been sold to a Spanish company, and her place, which is meantime supplied by the Oscar, will be filled by the Cumbrae, which is in course of construction at Messrs Blackwood & Gordon’s, Port-Glasgow. The Chancellor, long known on the Arrochar station, will shortly follow the Gareloch, having been sold to the same company in the Isle of Wight. The Largs and Arran steamer Juno has been sold to foreign owners, and it is stated their agents have also been negotiating for the purchase of the Mail and Rothesay Castle, and also for a steamer of similar size to those now in course of construction. It is reported that the Largs and Arran steamer Jupiter was sold yesterday to the same parties.”—Glasgow Herald, April 24, 1863
“‘Emperor of China’ continues, by purchases in his name, to make havoc among the passenger steamers on the Clyde, fitted by their fleetness to run the blockade. The Jupiter and Juno are reported to be purchased for some purpose where their speed will prove of service; and the Mail and Rothesay Castle are also being looked after by parties and want of a ‘flying squadron.’”—Renfrewshire Independent, April 25, 1863
Throughout the spring and early summer, there were reports of steamer purchases.
“Sale of Clyde steamers.—We learned that another batch of our swift river steamers have been purchased during the past week on account of the Confederate Government. We believe the steamer Mail, plying on the Kilmun station, will shortly be withdrawn, having been sold for £7000. The favourite steamer Jupiter, so long known on the Largs, Millport, and the Arran route, has also been purchased for something like the sum of £6000. We have also been informed that the steamer Eagle, which was being built for our coast traffic, has likewise been sold to the Confederate Government for upwards of £8000. The Largs steamer Vesta is reported to have been purchased by parties in Glasgow for our river traffic. Other vessels now being built in several of our shipbuilding yards are reported as being pushed rapidly forward to meet the growing wants of the South.”—Glasgow Herald, May 4, 1863
Juno undergoing conversion for the blockade
Juno, in the foreground, undergoing conversion for the blockade
Juno left the Clyde in the middle of May.
“The steamer Juno.—This swift river steamer, lately on the Largs and Millport station, took her departure yesterday evening for Nassau. She is under command of Captain Duguid, who took out the Giraffe in November last, and has since made several successful and even daring runs into Charleston with her. Before clearing out of the Victoria Harbour she was visited by the Custom-House officials, who, we understand, have received strict orders with regard to these vessels, but being freely told she was for Nassau, and examining her papers and cargo, and having nothing contraband of war, she was allowed to proceed.”—Glasgow Morning Journal, May 15, 1863
The Spunkie was sold in May.
“The Arran and Rothesay steamer Spunkie has been sold to the parties who have been dealing so extensively in the swift river boats of the Clyde for the sum of £7000.”—Ardrossan Herald, May 16, 1863
She was sailing for Nassau within a month.
“Sailing of the Spunkie.—Yesterday forenoon, the steamer Spunkie, formerly employed on the Arran and Glasgow route, under the command of Captain Young, came down the river, and passed up the Gareloch for the purpose of having her compasses adjusted. Having got all her arrangements completed, she took her final departure for Nassau during the afternoon She was very deeply laden, no doubt with a cargo suitable for the market whither she may arrive. No river steamer has left the Clyde for the same destination under more favourable circumstances.”—Glasgow Herald, June 11, 1863
The Largs and Millport Company had the steamers Lady Brisbane, Lady Kelburne, Star, and Venus remaining. On May 15th, a much depleted summer schedule was introduced with Largs and Millport sailings from Bridge Wharf daily at 10.30 a.m., train 11 a.m., returning from Millport at 4.30 p.m., Largs 5 p.m.; 12.30 p.m., continuing to Ardrossan Troon, and Ayr, returning the following morning from Ayr at 8 a.m., Ardrossan, 9.30 a.m., Millport 10.30 a.m., and Largs 11 a.m.; 2 p.m. (train 3 p.m.) continuing to Brodick and Lamlash, returning the following morning from Lamlash at 6 a.m., Brodick, 6.30 a.m., Millport, 7.45 a.m., and Largs 8.30 a.m. Additional sailings were promised on June 1.
“Additional sailings to Largs, Millport, and Arran.—On and after Saturday, 30th May, for Largs, Millport, Brodick, and Lamlash, every morning at 8, train 9 o’clock. For Largs and Millport every afternoon at 4.39. Returning from Millport every morning at 6.45 a.m., Largs, 7.15 a.m.; from Lamlash every afternoon, at 2; Brodick, ½-past 2; Millport, 4; Largs, ½-past 4.—Glasgow, 25th May, 1863.”—Glasgow Herald, May 26, 1863
The revised summer schedule from May 30 had sailings from Bridge Wharf at 8 a.m., (train 9 a.m.), proceeding to Arran, and returning in the afternoon from Lamlash at 2 p.m., Brodick, 2.30 p.m., Millport, 4 p.m., Largs 4.30 p.m., connecting with the 7.35 p.m. train at Greenock.; 12.30 p.m., continuing to Ardrossan Troon, and Ayr, returning the following morning from Ayr at 8 a.m., Troon, 8.30 a.m., Ardrossan, 9.30 a.m., Millport 10 a.m., and Largs 10.30 a.m.; 2 p.m. (train 3 p.m.) continuing to Brodick and Lamlash, returning the following morning from Lamlash at 6.30 a.m., Brodick, 6.50 a.m., Millport, 8.15 a.m., and Largs 8.45 a.m., connecting with the 10.30 a.m. train at Greenock; 3.50 p.m. (train 4.45 p.m.), returning the following morning from Millport at 6.30 a.m., Largs, 7 a.m.
“Additional steamboat accommodation.—On Saturday, the owners of the Largs and Millport steamers placed another vessel on this station, which is now as well supplied as could be expected, considering the draft that has been made on this company’s vessels for Southern account. The hour of sailing from Glasgow is well chosen, 8 a.m., and 10 a.m. from Greenock. From Millport the steamers return at 6.30, 8.15, 10 a.m., and 4 p.m. There is also an additional sailing from Rothsay leaving at 5 p.m.; and an additional sailing from and to Kilcreggan in the evening.”—Glasgow Morning Journal, June 1, 1863
On July 6, the schedule was again changed and the Ayr steamer was withdawn. The sailings from Bridge Wharf were at 8 a.m., (train 9 a.m.), proceeding to Arran, and returning in the afternoon from Lamlash at 2 p.m., Brodick, 2.30 p.m., Millport, 4 p.m., Largs 4.30 p.m., connecting with the 7.35 p.m. train at Greenock.; 12.45 p.m. (train 2 p.m.), and returning the following morning from Millport at 6.30 a.m., Largs, 7 a.m. and connecting with the 8.45 a.m. train at Greenock; 3 p.m. (train 4.07 p.m.) continuing to Brodick and Lamlash, returning the following morning from Lamlash at 7.15 a.m., Brodick, 7.35 a.m., Millport, 9 a.m., and Largs 9.30 a.m., connecting with the 11.30 a.m. train at Greenock.
The steamer withdrawn was likely the Star, to be overhauled, pending sale. She reappeared later in July, sailing from Bridge Wharf on the Millport excursion sailing, returning in the afternoon from Millport at 3.15 p.m. It is interesting that she was not advertised again in the consolidated advertisements for the Company, and so may well have been sold.
“For Largs, Millport, and intermediate ports, at 10.—The fine steamer Star sails from Glasgow at 10 a.m.—train 11; from Millport about 3.15 afternoon.”—Glasgow Herald, July 23, 1863
There was a report that Captain Stewart’s new steamer Victory, was sold to run on the Largs, Millport and Arran station, and a further report that she would sail to Arran by way of Rothesay, but while the notice of the sale was correct, she was placed on the Rothesay station and did not venture to Arran.
“The new river steamer Victory.—This new steamer, lately launched for Capt. Stewart of the Alma, has changed hands, not, as was said on Confederate account, but to run in the Arran station. She is to be commanded by Capt. Young, well known on the Arran and Rothesay route.”—Glasgow Morning Journal, June 10, 1863
The ravages of the “Emperor of China” on the Largs and Millport Company were not yet over.
“Two other steamers on the Largs station are reported to have been purchased for the Confederates in America.”—Greenock Telegraph, July 18, 1863
“The American blockade.—The steamer Jupiter, lately employed on the Largs station, sailed for Nassau on Wednesday in command of Captain Campbell. She was deeply laden with coal for her own consumption, and had on board crew of 20 men, all told.”—Greenock Telegraph, July 18, 1863
Star was indeed sold to the Confederates, and left the Clyde in September.
“Confederate steamers.—Another of our river steamers has cleared out from the Clyde for Nassau—the well known Largs and Millport steamer Star, of 95 tons. She was taken off the station some time since, and has lately undergone a thorough overhaul. The Star is going out under the charge of Capt. Till, and has a fine crew of 20 men. She was deeply laden with coal. The Rothesay Castle which sailed some time since for Nassau, put back and had to discharge part of her cargo of coals. She sailed again last week, but returned again for the second time the other day, with some damage to her paddle wing. She now lies at Renfrew getting repaired.”—Glasgow Morning Journal, September 12, 1863
Some changes to the steamer schedule were introduced in September, when the late steamer to Largs and Millport from Glasgow was withdraw, and the departure of the morning steamer from Lamlash was brought forward to 7 a.m., Brodick 7.20 a.m.
On October 1, the winter service was instituted with a daily sailing to Largs and Millport from Bridge Wharf at 1.45 p.m.—train 3 p.m., returning from Millport at 6.30 a.m., Largs, 7 a.m., to connect with the 9 a.m. train at Greenock; and to Largs, Millport, Brodick, and Lamlash, every Tuesday, Thursday, and Saturday at 10.30 a.m.—train 11 a.m., returning every Monday, Wednesday, and Friday from Lamlash at 9 a.m., Brodick, 9.30 a.m., Millport, 11 a.m., and Largs, 11.30 a.m. the steamers also withdrew their calls at Gourock.
On November 10, the time of the sailing from Millport was changed to 7.45 a.m., Largs, 8.30 a.m. to connect with the 10.30 train at Greenock.
On November 4th, the plant of the Glasgow, Largs, and Millport Union Steamboat Company was put up for auction.
“For sale by public auction, within the Faculty Hall, Glasgow, To-day (Wednesday), the 4th November curt., at one o’clock afternoon.—The well-known river steamers Venus, 72 tons; Lady Brisbane, 20 tons; Lady Kelburne, 77 tons register, with their appurtenances, upset price, £4000. The plant of the Glasgow, Largs, and Millport Union Steamboat Company, consisting of Shipping box, ferry-boats, coal barrows, &c., will also be disposed of, by Private Bargain. For further particulars and terms of sale, apply to M. Langlands & Sons, 20 Dixon Street.”—Glasgow Herald, November 4, 1863
Apparently there were no bidders, but later in the month Captain M‘Kellar, senior, made his own bargain.
“The Largs and Millport steamers.—We understand that the steamers Venus, Lady Brisbane, and Lady Kelburne, so long known on the Largs and Millport station, have been bought by Captain M‘Kellar, senior, who for the last thirty years has been connected with river steamers on the Clyde. The steamers are all to be thoroughly overhauled; the Venus especially is to be put in such first-class order, with new boilers, patent paddles, and every modern improvement, that it is expected she will prove one of the crack river boats next summer. There is also every probability of a fast new steamer being built for the same owner; and on the whole the Largs and Millport people will have no cause of complaint as to their steamboat accommodation for some time to come.”—Glasgow Herald, November 21, 1863
With the threat of the Wemyss Bay Railway hanging over the Largs and Millport steamers, it is hard to understand why Duncan M‘Kellar would invest in the ageing fleet. Perhaps it was pride, to sustain the project that he had initiated so long before, or, perhaps he saw a niche in continuing to provide the good people of Millport with a reliable year-round service that might maintain a good living for his son, John, who remained in the business.
Now under Captain M‘Kellar’s ownership, the Arran sailing was withdrawn for the remainder of the year and one steamer sailed from Glasgow at 1.45 p.m., train 3 p.m., returning from Millport the following morning at 7.45 a.m., Largs, 8.30 a.m., for the train at Greenock at 10.30 a.m.
The one constant feature of this tumultuous year was the Earl of Arran that had continued to sail as she had in previous years.
“Ardrossan and Arran.—The steamer Earl of Arran will sail from Ardrossan for Arran on Tuesdays at 9.30, and on Thursdays and Saturdays at 12.30; and from Arran to Ardrossan on Modays and Fridays, leaving Lamlash at 12 noon, Brodick at 12.30; and on Tuesdays, leaving Lamlash at 2.30, Brodick at 3 p.m.—Office of Ardrossan and Arran Steam Ship Coy. Limited,3rd January, 1863.”—Ardrossan Herald, January 31, 1863
“Glasgow to Arran, via Ardrossan.—The steamer Earl of Arran leaves Ardrossan at 9.20, on arrival of the 7.15 train; returning for the 5.15 train, and also from Ardrossan, on Friday and Saturday afternoons at 5.30, on arrival of 4.15 express from Glasgow; returning on Monday morning for the 8.30 express for Glasgow.
“Reduction of return tickets.—Return tickets are now issued at Glasgow and Paisley to Arran and back, and vice versa, available for ten days, at 5s. 6d.first class, and 4s. second class and cabin.—Should there be pleasure trips on Wednesdays, the steamer may not return in time for the 5.15 train, which will be duly notified.—Office of Ardrossan and Arran Steamship Co. (Limited), Ardrossan, June, 1863.”—Glasgow Herald, June 15, 1863
Just before Christmas, 1863, the prospectus of the Wemyss Bay Steamboat Company was issued, indicating the intention of running fast new steamers in opposition to the existing Largs, Millport, and Arran steamers. This likely discouraged any new investment by Captain M‘Kellar.
“Prospectus of the Wemyss Bay Steamboat Company (Limited)— Capital £40,000, in 4000 shares of £10 each, deposit £2 per share.—Provisional Directors.—Alex. S. Finlay, Esq., of Castle-Toward, M.P.; James Scott, Esq., of Kelly; James Lamont, Esq., of Knockdow; Alexander Ronaldson, Esq., Glasgow; Colin George Campbell, Esq., of Stonefield; John Malcolm, Esq., of Poltalloch; (with power to add to their number.) Brokers Messrs James Watson & Smith, 32, St Vincent Place, Glasgow; Aitken & Mackenzie, 66, St Vincent Street, Glasgow; Kerr, Anderson & Brody, 132, St Vincent Street, Glasgow; Robert Strang, 57, St George’s Place, Glasgow. Interim secretary Mr. James Keyden, 186, West George Street, Glasgow.
“The line of Railway now in course of construction between Port-Glasgow and Wemyss Bay imperatively demands the establishment of steamers between Wemyss Bay and Largs and Millport, and also to Innellan, Rothesay, Kyles of Bute, and Ardrishaig, and other places in the West of Scotland. Hitherto this traffic has been accommodated by steamers plying to Glasgow. This river voyage has been most prejudicial to the passenger traffic, both as regards the time occupied, and the regularity of transit, especially during the fogs of autumn and winter. Now, however, that a line of Railway is nearing completion which will bring passengers from Glasgow to Wemyss Bay in an hour, it becomes the obvious interest of the Public that arrangements should be made for carrying the traffic to its destination in the shortest possible time, and with the greatest safety and comfort. Largs, Millport, and perhaps Arran, are the places that first present themselves for consideration; and, as Largs with this populous neighborhood is only five miles from the terminus of the Railway, it is plain that a fast sailing steamer will be required for this trade. The Argyllshire Coast, with its rapidly increasing population, is the next locality to be considered. Innellan, which is only about two miles from Wemyss Bay will supply numerous passengers to the railway, if convenient communication to it be established; and it is most desirable to run a powerful and quick steamer to Ardrishaig, touching at Rothesay, Kyles of Bute, and other intermediate places. A steamer will also run to and from Rothesay in connection with all or most of the trains. Rothesay is expected to be reached from Glasgow in an hour and a half, and Ardrishaig in four hours.
“There can be little doubt that the undertaking will prove remunerative, judging from the results of the present traffic to these places. The Lochlomond Steamboat Company have paid dividends of 10 per cent. for many years, besides doubling their capital; and the Castle Steam Packet Company paid a dividend of 7½ per cent., and had all their capital returned to the shareholders when the company was wound up.
“The Promoters have resolved to make the proposed undertaking known in the two districts to be accommodated— viz., the Ayrshire District and the Rothesay and Ardrishaig District, and they invite the proprietors, farmers, traders, and others in these places to come forward and assist them with capital, and otherwise, in establishing the desired communications which they have no doubt will be satisfactory to all parties interested. As the steamers required for the proposed Company must be immediately ordered, the Promoters trust that parties interested will make an early application for shares.
“Applications for stock may be made to either of the Brokers before named, or to the Interim Secretary, to whom also all other communications may be addressed.—Glasgow, 11th December, 1863.”—Glasgow Herald, December 23, 1863
With his small fleet, Captain M‘Kellar tried to continue much as the steamers had operated in the past. This was straightforward in the winter as the steamers he had available were the older and slower vessels that the Largs and Millport Union Company had used in prior years.
“Largs and Millport steamers, now sail daily to Largs and Millport, at ¾-past 1, train 3; returning every morning from Millport at 7.45 a.m.; from Largs at 8.30 a.m.—train 10.30 a.m.”—Glasgow Herald, January 2, 1864
In March, Arran was included, two days a week
“Glasgow and Arran steamer.—For Brodick and Lamlash.—On and after Tuesday, 15th March, a steamer will leave Glasgow, by Largs (weather permitting), every Tuesday and Saturday at ¾-past 1 p.m.; Returning following mornings from Lamlash at ¾-past 5, Brodick ¼-past 6 a.m.—Glasgow, 9th March, 1864.”—Glasgow Herald, March 12, 1864
“Largs, Millport, & Arran steamer sails from Glasgow for Largs and Millport every day, at ¾-past 1, for Brodick and Lamlash, every Tuesday and Saturday at ¾-past 1. Returning following mornings—from Lamlash at ¾-past 5, Brodick ¼-past 6 a.m.”—Glasgow Herald, March 29, 1864
A morning boat at 10.30 a.m. to Largs and Millport, and returning in the evening, was scheduled on April 23.
“Largs, Millport, & Arran steamer sails for Largs and Millport every forenoon at ½-past 10, train 11; every afternoon at ¾-past 1, train 3. For Brodick and Lamlash, every Tuesday, Thursday, and Saturday at ¾-past 1, train 3 p.m.; returning following morning from Lamlash at ¾-past 5, Brodick ¼-past 6 a.m.
“N.B.—The steamer at half-past 10 returns in the evening, leaving Millport at 4, Largs ½-past 4.”—Glasgow Herald, May 4, 1864
Venus came out for the Queen’s Birthday on May 28, offering an excursion to Arran, and to begin her summer schedule on June 1. She was initially placed on the Ayr station.
“Summer arrangements.—On and after Wednesday, 1st June, the steamers for Largs, &c., will sail as under (weather &c., permitting):—From Glasgow for Largs, Millport, and Arran, every morning, at 8, train 9 o’clock; every day, at 1.30, train 2 p.m. From Glasgow for Largs, Millport, Ardrossan, and Ayr, every afternoon at 3, train 4 p.m. Up from Ayr every morning at 8, Ardrossan 9 o’clock; from Lamlash every morning at 5, Brodick ½-past 5; every afternoon from Lamlash at 2, Brodick ½-past 2 o’clock.
“N.B.—There will be no boat from Millport on Wednesday morning at 10 o’clock.
“Fares:—from Glasgow or Greenock to Arran, Ardrossan, and Ayr—single: cabin, 2s.; steerage, 1s. 6d. return: cabin, 3s.; steerage, 2s.”—Glasgow Herald, May 30, 1864
That no serious competition to the M‘Kellar enterprise may be attributed to the dearth of steamers that were available on the Clyde at this time, and that new building was quickly purchased by the Confederates for blockade running. What opposition for the excursion traffic to Largs and Millport was the week-day employment for the old and disreputable Sunday-Breaker, Cardiff Castle, sailing from Glasgow.
“To Largs and Millport at 10 o’clock—train 11. Steamer Cardiff Castle sails for Greenock, Gourock, Wemyss Bay, Skelmorlie, Largs, and Millport. From Millport at 3.15 p.m.”—Glasgow Herald, June 17, 1864
“To Largs and Millport at 10 o’clock—train 11. Steamer Cardiff Castle sails for Greenock, Gourock, Wemyss Bay, Skelmorlie, Largs, and Millport. From Millport at 3.30 p.m. The steamer Cardiff Castle may be hired for pleasure excursions.”—Glasgow Herald, July 12, 1864
The Largs and Millport Company provided a summer schedule that took into account the slowness of their steamers, but catered to all the ports that they had traditionally served.
“Summer arrangements till further notice.—From Glasgow for Largs, Millport, and Arran, every morning, at 8; train 9 o’clock; From Glasgow for Largs, Millport, and Arran, every day, at 1.30, train 2 p.m. From Glasgow for Largs, Millport, Ardrossan, and Ayr, every afternoon at 3, train 4 p.m. From Ayr every morning at 8—Ardrossan 9 o’clock. From Lamlash every morning at 5, Brodick half-past 5; every afternoon from Lamlash at 2, Brodick ½-past 2 o’clock. From Millport every morning at ¼-past 7 and 10; every afternoon at 4 o’clock. From Largs every morning at ¾-past 7 and ½-past 10; every afternoon at ½-past 4 o’clock
“Fares:—from Glasgow or Greenock to Arran, Ardrossan, and Ayr—single: cabin, 2s.; steerage, 1s. 6d. return: cabin, 3s.; steerage, 2s.”—Glasgow Herald, June 17, 1864
There were again no return tickets in July, which meant a day excursion sailing to Arran was 4s.
The Arran by way of Rothesay route proved very popular. For most of the season, the Hero was the only steamer available although she was advertised along with the new Arran Castle. Hero sometimes varied the route to Arran by proceeding through the Kyles of Bute, though sailing by Kilchattan Bay was normal.
“The favourite route to Arran, via Rothesay.—The splendid, commodious, and powerful new steamer, Arran Castle, or Hero, will sail from Glasgow at 8 a.m., train 9, calling at Greenock, Gourock, Kirn, Dunoon, Innellan, Rothesay, Brodick, and Lamlash, returning from Lamlash at 3 p.m.; from Rothesay at 5 p.m. for Glasgow. Fares—From and back to Glasgow, cabin 3s.; steerage 2s. From Dunoon or Rothesay to Arran and back, cabin 1s. 6d.; steerage 1s.—First-class refreshments on board.—Commencing on Wednesday the 20th.”—Glasgow Herald, July 18, 1864
The new Arran Castle was launched on July 20, and was available in the middle of August.
“Port-Glasgow.—Launch.—To-day Messrs Kirkpatrick, M‘Intyre, & Co., launched from their yard at Newark, a very smart looking paddle steamer, named Arran Castle, 229 feet in length, 21 feet beam, and 8 feet deep. She is to be fitted with pair of diagonal oscillating engines of 130 horse-power, by Messrs Rankin & Blackmore, engineers, Greenock, and when finished, will be put on the station between Glasgow and Arran, proceeding via the Kyles of Bute.”—Greenock Telegraph, July 20, 1864
“Port-Glasgow.—Launch of a new steamer.—Yesterday, at the building-yard of Messrs Kirkpatrick & M‘Intyre, the hull of a new steamer was successfully launched. Her dimensions are:— length, 230 feet overall; breadth 21 feet, depth 8½ feet. She is a beautifully modelled craft, substantially built, and was gracefully named Arran Castle by Miss Watson, daughter of the owner. The vessel was immediately towed to Greenock, where she is to be engine by Messrs Rankin & Blackmore, of the Eagle Foundry. Should her engines excel in power as her hull does in strength, she will prove a great acquisition to the Rothesay and Arran station. We are informed that steam will be up for her trial trip in the short space of ten days.”—Glasgow Morning Journal, July 21, 1864
“New river steamer Arran Castle.—This beautifully modelled paddle steamer got up steam yesterday, for the first time, and proceeded down the river on a preliminary trial trip. She appears to steam satisfactorily. The Arran Castle is intended for the Glasgow, Rothesay, and Arran route.”—Glasgow Herald, August 18, 1864
Captain M‘Lean’s Vulcan made pleasure trips from Rothesay to Millport and Largs several times a week.
Continued requirements for blockade runners meant that there was a delay in the new Wemyss Bay Steamboat Company acquiring the vessels they contracted to build.
“Launch.—There was launched from the building-yard of Messrs Caird & Co., Cartsdyke, yesterday, a beautiful paddle steamer which was named the Hattie. The Hattie was originally intended for the passenger trade from Wemyss Bay, upon the opening of the new railway, but was subsequently sold for the blockade trade. The Hattie is expected to attain a speed of upwards of 20 miles an hour.”—Glasgow Herald, August 18, 1864
The state of affairs in the Largs and Millport route brought a negative reaction from at least one traveller.
“The Largs and Millport steamers.—Come over and help us.—To the Editor of the Glasgow Herald.—Sir,—I beg to suggest the propriety of your calling the attention of the proprietors of the fast river steamers to the fact, that while the north shore of the Clyde is so well supplied with the very swiftest and best of our steamers from 7 a.m. until 4 p.m. daily, and running almost hourly, the accommodation on the Largs and Millport line is about as poor as it is possible to conceive, as is evident from the fact that only three steamers run every day betwixt this and these latter places, viz., at the hours of 8 a.m., 1½, and 3 p.m., while there is a fourth which runs at 10 a.m., but not by any means regularly.
“Although it may be said that the Wemyss Bay railway will supply all defects, I have it from the very best authority that said railway will not be ready for traffic until September or October. Surely, then, there is plenty of room for a little more competition on the Largs lines, seeing that the before mentioned four boats will have it all their own way till the railway is opened.
“It must also be observed that three of these four boats are amongst the oldest and slowest boats on the river. A boat of good speed which would leave Millport about 6.30 a.m., and Glasgow at 4 p.m., would find the station a most lucrative one, and yet leave plenty of trade for the steamers already on the station. As it is, the crowding in the close and the beginning of the week is terrible, and threatens to get worse as the season advances. On Saturday last, one of the steamers was temporarily withdrawn, on account of an accident, and consequently the last steamer from Glasgow staggered down under a load of passengers and luggage frightful to look at. The occurrence of an accident under such circumstances would be awful to contemplate.—Yours truly, W.T.”—Glasgow Herald, June 29, 1864
The Glasgow Fair saw the two old steamers sailing to Arran.
“Fair holidays.—On Saturday morning, to accommodate the public, the steamers Lady Brisbane and Lady Kelburne will sail from the Bridge Wharf at 8 a.m., for Greenock, Gourock, Largs, Millport, Brodick, and Lamlash. The Lady Brisbane will return to Glasgow in the evening. The Lady Kelburne returns to Greenock in time to catch the 3 p.m. train from Glasgow, and will then proceed to Arran and intermediate ports. On Monday morning the Lady Kelburne will return from Arran to Greenock only, where she will await the arrival of the 11 o’clock train from Glasgow, and will then proceed to Largs and Millport, returning to Glasgow in the afternoon.”—Glasgow herald, July 14, 1864
At the end of July, Venus was placed on the Arran excursion sailing, exchanging places with Lady Brisbane which took up the Ayr schedule until the end of September.
“Splendid excursions from Glasgow by the very fast steamer Venus, every lawful morning, at 8 o’clock, for Greenock, Gourock, Inverkip, Wemyss Bay, Skelmorlie, Largs, Millport, Brodick, and Lamlash; returning to Glasgow in the evening—leaving Lamlash about 2, Brodick 2.30. Return fares to Brodick or Lamlash, cabin 3s.; steerage 2s.”—Glasgow Herald, July 28, 1864
Lady Brisbane ran afoul of the diving bell at work removing the Elderslie Rock.
“River Bailie Court—(Before Bailie Wm. Brown).—Caution to Masters of Steamers.—James Gillies, master of the steamer Lady Brisbane, was charged with a contravention of the Clyde Trustees’ bye-laws, in having, on Wednesday, the 3d instant, while sailing said vessel down the river, and when distant 100 yards of No. 2 bell, which was stationed and at work at Elderslie Roack, failed to move along “dead slow” and continue at the same speed until his vessel had passed the bell, in consequence of which neglect the lives of James Hughes and Robert Duncan, labourers or divers, were endangered. He was found guilty and fined in £3.”—Glasgow Morning Journal, August 13, 1864
A boiler accident on the Lady Kelburne at the end of August provoked a strong response from shipping owner John Burns.
“The Largs steamboats.—Accident to the Lady Kelburne.—To the Editor of the Glasgow Herald.—Glasgow, 25th August, 1864.—Sir,—I have refrained from drawing attention to the state of the Largs steamers, from the fact of being myself so much engaged in steam navigation, but the time has arrived when public safety demands that a protest should be made against the scandalous manner in which the service is conducted, and I take as an illustration an accident which occurred this morning to the Lady Kelburne, which had the weather been otherwise than fine, would, I am convinced, have resulted in the most serious consequences. We had scarcely left Inverkip Ferry until steam was seen to issue from the engine room, and the vessel was suddenly stopped. The cause was soon ascertained to be the bursting of the feed pipe, which was little wondered at by many on board, as an accident of a similar nature had occurred to the boiler on Monday last, which resulted in the vessel arriving at Greenock quay on her downward passage with her engine room full of water; and upon that occasion I can only characterise the conduct of those who allowed the vessel to proceed upon her afternoon voyage as iniquitous, for it was well known that coming up in the morning of that day with a dense mass of human of human beings, a defect was found in the boiler, and water was seen in the engine room by the passengers on deck; and so bad must have been the case, that the engineer left, or was dismissed from the vessel. I fail to discover what benefit is derived from the Board of Trade having surveyors at this port, if it is not for then to watch from time to time the state of the steam vessels plying upon the river; and where such dense crowds of the people are being so constantly conveyed to and fro, it surely behoves the proper authorities to see that the most stringent rules be observed to prevent, as far as human foresight can, the occurrence of accident to life and property, but of small avail will those rules be, if those whose duty it is to see their carried out do not act vigorously—but who, by attending to this urgent need, will be thanked by those who, confident of safety, because of the hitherto rare occurrence of disaster, yet must sometimes consider what the end of an accident would be to a Monday morning steamer crowded with a load of panic-stricken passengers. I have seen the steamers upon the Largs station so crowded that if an accident occurred no prudence on the part of those in charge would be of any use; and I have seen at such a time the captain leave the deck and collect the tickets in a cabin so filled with people that it was with difficulty he could extricate himself and return to the deck; and all this time the human freight left in charge of a solitary “hand,” who had alike to steer the vessel and command the engines. I am convinced that the importance of the subject which I have thought proper to make public will warrant the introduction of this letter in your columns, and I trust that it may have the effect of bestirring those whose duty it is to look after the common weal; and that they may realise the feeling of those who have, experienced the evil of which I have written, I beg to enclose the copy of a letter which has this day been addressed to the Surveyor of the Board of Trade.—I am, your obedient servant John Burns.
“Greenock, 25th August, 1864.—Sir,—We protest against the condition of the Largs steamers, and we appeal to you, as Surveyor of the Board of Trade, to make an official inquiry, in order to prevent risk to life and property arising from the defective state of these steamers, and more especially to that of the Lady Kelburne.—We are, your obedient servants, James Smith, Skelmorlie, A. H. M‘Lean, Largs. James Campbell, Sheriff-Substitute at Paisley, James Wilkie, Largs. James Foote, Skelmorlie, Robert Strang, Skelmorlie, T. Yates, Skelmorlie, James Alexander, Glasgow, John Bums, J. Gray Waddel, Glasgow, James R. Reid, John Pirire, Wm. James Davidson, Wm. Lawson, Glasgow, Ninian B. Stewart, Glasgow, W. BellLeech, Glasgow, D. H. Mille, Glasgow, Peter Kerr, Paisley., Stephen Montgomery, Glasgow, W. Inglis Scott, William M‘Adam, J. W. Hoby.—To James Greir, Esq., Board of Trade Surveyor.”—Glasgow Herald, August 26, 1864
The reply from the representative of the Board of Trade was quite detailed, and probably touched a nerve with the shipping magnate, Burns.
“The Largs steamers.—Accident to the Lady Kelburne.—To the Editor of the Glasgow Herald.—Sir,—For the information of Mr. Burns, and those whose names are appended to the letter which appears on the above subject in your impression of to-day, I will thank you to publish the following.—I am, Sir, your obedient servant, James Grier, Engineer-Surveyor to the Board of Trade. Glasgow, 26th August, 1864.
“(Copy.) Office of Surveyors to the Board of Trade, Custom House, Glasgow, 26th Aug., 1864. John Burns, Esq., Sir,—As you have thought fit to address a letter to the Glasgow Herald, complaining of the condition and management of the Largs steamers, in which you refer especially to two accidents which are stated to have occurred to the Lady Kelburne, and as your signature is appended to a memorial which I have this morning received on the same subject, it will no doubt be a relief to your mind to be informed that the Lady Kelburne was withdrawn from her station yesterday, that I have this morning made an examination of the boilers and machinery of both the Lady Kelburne and Lady Brisbane, and that the following are the causes of the two accidents to which you refer:—
“First.—On Monday least one of the sludge-hole doors at the bottom of the boiler had not been properly secured by the engineer, and, when the full pressure of steam was attained, the joint of the door was blown off, and the steam and water escaped into the bilge.
“Second.—Yesterday a bolt connected with the feed-pipe was blown out. The damage was reported to this office by the owner, and the vessel was at once withdrawn, in order that the necessary repairs might be effected.
“From your knowledge of steam vessels you must be aware that an accident of the nature of the foregoing might have happened on board one of your own vessels, and I think it should scarcely be used as an illustration of “the scandalous manner in which the service is conducted.” In your letter to me you ask me to inquire into the “defective state of the steamers.” I have to inform you that my survey is confined to the machinery and boilers, and I will take care that they are efficient. The vessels and their equipments are subject to the survey of Mr. Barber—a gentleman who has been some time at this port, and of whom it is sufficient to say that he knows his duty well, and will not shrink from the impartial discharge of it.
“With regard to the overcrowding of which you complain, the remedy is in the hands of the public. At one time there were Custom-House officers appointed to count the passengers, but it was thought that this approached too closely to a Continental system of espionage, and the officers were withdrawn. You are aware that the master and owner are bound, under a heavy penalty, to exhibit the passenger certificate in a conspicuous part of the ship; and if any passenger is satisfied (and has witnesses to support him) that the number on board exceeds the number allowed, it is quite competent to him to summon the owner and master for the offence. I may, however, state that during the few weeks I have been at this port, I have heard Mr. Barber speak very plainly and unmistakeably on this subject to some of the masters and owners—owners, too, who I am informed stand high in the steamboat world, and who should set a better example; and if they disregard the warning which he has given them, they will have themselves to blame if, in the discharge of his duty, it becomes necessary to make an example of them.
“You complain of the discipline and management on board the Largs steamers, but I think that you would be the first to protest if the Board of Trade or their surveyors were to interfere in these matters.—I am, Sir, your obedient servant, James Grier, Engineer-Surveyor to the Board of Trade.”—Glasgow Herald, August 27, 1864
Mr Burns replied.
“To the Editor of the Glasgow Herald.—Mr John Burns writes in reply:—I am very much astonished to find that a public officer occupying the position which Mr. Grier does, should become the apologist of the Largs steamers; and I can only account for it by his having lately come to this port, and being probably unaware of the strong popular feeling which exists in regard to those vessels, and it certainly will give no relief to the public mind to find that carelessness is to be justified by the authority of the surveyor to the Board of Trade; for in the letter which Mr. Grier has addressed to me he admits that an accident did occur to the boiler of the Lady Kelburne upon Monday last, because “one of the sludge-hole doors had not been properly secured by the engineer,” but not one word does he say in regard to the serious charge which I made against those who allowed the vessel to proceed on her afternoon voyage on the same day, knowing as they did, that there was a defect in her boiler, and which ultimately resulted in her arriving at Greenock Quay with her engine room full of water then again as regards the accident on Thursday which is explained away by our being told that a bolt connected with the feed pipe was blown out it perhaps would have been more satisfactory to myself and those gentlemen who signed the letter of remonstrance to Mr. Greer if he had informed us in his reply of the age of the Lady Kelburne‘s boiler and we might then have been able to have formed our own conclusions as to the cause and nature of the two accidents without necessitating Mr. Greer to make the suggestion that such accidents might happen to other steam vessels which I declined to accept on the part of those steamship owners of the Clyde who by watchfulness and care do everything in their power to prevent the occurrence of accident in reference to the latter part of Mr. Grier’s letter it was quite unnecessary to say anything as to the character of Mr. Barber for I did not say one word to his disparagement; on the contrary, I have always found great satisfaction in all communications which I have had with the Board of Trade surveyors; and I have no doubt that when I come to be personally acquainted with Mr. Grier, there will be no exception to my previous experience. I only regret that he should have answered my letter in the manner in which he has done, for I honestly considered that I was strengthening his hands in the prosecution of his official duty; and I never would have brought the condition of the Largs steamers before the public had I not considered that I was doing a service, certainly not a pleasant one to myself, who am engaged in the constant care and management of steam vessels.—I am your obedient servant, John Burns.”—Glasgow Herald, August 29, 1864
As the season wound down, there were the usual schedule changes.
“Notice.—Change of sailings from Glasgow.—For Largs, Millport, and Arran, every morning, at 8; train 9; For Largs and Millport, every afternoon, at 3, train 4. From Lamlash every afternoon about 2, from Millport at ½-past 3, Largs 4 p.m. From Millport every morning at 7 and ½-past 3 p.m. From Largs every morning at ¾-past 7 and 4 p.m.
“N.B.—The steamer from Millport and Largs sails three quarters of an hour earlier on Monday mornings.”—Glasgow Herald, September 13, 1864
In September, the first of the steamers for the Wemyss Bay Company was launched.
“Launch at Whiteinch.—On Saturday, there was launched from the building yard of Messrs. Thomas Wingate & Co., engineers and iron shipbuilders, a handsome iron paddle river steamer named the Largs, for the Wemyss Bay Railway Company. The vessel is to be fitted up in a superior manner for the comfort and accommodation of passengers, and is to ply in connection with the Wemyss Bay Railway Company. Her dimensions are—length of keel and forerake, 160 feet; breadth of beam, 19 feet; ditto, over paddle- boxes, 36 feet; depth of hold, 8 feet; gross tonnage, 286 tons; register, 200 tons B.O.M. She is to be fitted with a pair of fore and aft diagonal engines of about 100 horse-power, with feathering wheels, and she will carry two vertical cylindrical boilers, and two funnels, built under the superintendence of Captain Reid. There is at present on the stocks, in a forward state, in Messrs. Wingate’s yard, a screw steamer of 515 tons and 90 horse-power, for Messrs. Seligman & Co., Glasgow, intended for the Continental trade. There are also laid down two paddle-steamers, for the West Indies, of 930 and 715 tons, with 250 and 200 horse-power respectively.”—Glasgow Herald, September 19, 1864
Largs (Macfarlane, Evening Citizen)
As the season wound down, a more limited time-table to Largs, Millport and Arran was offered.
“Largs, Millport, and Arran steamers.—On and after Saturday, 1st October, the sailings of the above steamers will be as follows:—For Largs and Millport, every afternoon, at 1.45, train 3; returning on following mornings from Millport at 6.30, Largs 7.15, train 9. For Largs, Millport, Brodick, and Lamlash, on Tuesdays, Thursdays, and Saturdays, at 10.45; returning on following mornings from Lamlash at 9, Brodick 9.30, Millport about 11, Largs about 11.30.”—Glasgow Herald, September 27, 1864
The Largs and Millport Company’s Arran connection was stopped at the end of November, leaving only the afternoon sailing to Largs and Millport for the remainder of the winter.
Throughout 1864, and indeed in the succeeding years for this account. The Earl of Arran continued to sail between Ardrossan and Arran much as she had in the previous years.
Messrs Caird & Co. launched the second of the Wemyss Bay Company’s steamers in October.
“Launch. —Messrs Caird Co. launched from their east yard to-day, a very smart looking paddle steamer named the Kyles. She is 215 feet in length,20 feet in breadth, and 8 feet 6 inches in depth. Her engines will put on board by her builders, and will be oscillating of 120 nominal horse power. The cylinders will be 44 inches in diameter, with a stroke of 45 inches. The engines will be fitted with Caird’s patent expansion gear, which effects a very great saving of steam and fuel. The Kyles is for the Wemyss Bay Steamboat Company, and will have a handsome deck saloon fore and aft, with a spacious dining saloon underneath. Messrs Caird & Co. will immediately lay down another vessel in all respects similar to the Kyles for the same company.”—Greenock Telegraph, October 15, 1864
“Launch of the steamer Kyles.—There was launched from the east ship-building yard of Messrs. Caird & Co., on Saturday, a beautiful paddle steamer for the Wemyss Bay Steamboat Company. She is of the following dimensions:—length, 220 feet; beam, 20 feet; depth of hold, 8 feet, and is to be fitted with oscillating engines; cylinder, 44 inches diameter; stroke of piston, 45 inches. She was named the Kyles by Miss Jane M. C. Miller.”—Glasgow Herald, October 17, 1864
The new year saw a single steamer on the Largs and Millport station, almost certainly one of the older steamers, Lady Brisbane or Lady Kelburne. This situation lasted well into March, when the other Lady was put on the Arran sailing.
“Largs and Millport steamers.—From Glasgow every afternoon at 1.45, train 3, for Wemyss Bay, Largs, and Millport; from Millport every morning at 7.45, Largs 8.15; train 10.30.”—Glasgow Herald, January 9, 1865
“Fog on the river.—This morning a dense hung over the upper part of the river, stopping the traffic above this for several hours. The Largs steamer Lady Brisbane in coming up the river about 9 o’clock, got on the ground below the Battery Point. As the tide was ebbing at the time, she was not got off for about two hours. The passengers were landed by the small boat, and proceeded up here on foot, and those for Glasgow went on by the 10.30 train.”—Greenock Telegraph, February 17, 1865.
“Brodick and Lamlash.—On and after Saturday, 18th inst., one of the Largs steamers will sail for the above ports as follows:—from Glasgow every Saturday and Tuesday at 1.45; returning on Monday and Wednesday mornings from Lamlash at 5.45; Brodick, 6.15.”—Glasgow Herald, March 15, 1865
The poor service to Largs and Millport as they waited expectantly on the opening of the new railway to Wemyss bay was noted by the public.
“Largs Steamboat.—To the Editor of the Glasgow Herald, Largs, March 8, 1865; Sir,—Permit me to call your attention, and through you the attention of the new Wemyss Bay Steamboat Company, to the wretched state in which this lovely and roomy watering-place, as well as Fairlie and Millport, is situated at this moment for want of steamboat accommodation for passengers from Glasgow and Greenock. At present there is but one boat a day, and she touches at the most awkward and inconvenient hour of half-past five p.m., returning at eight next morning, so that parties in search of summer residences are not afforded any convenient opportunity of coming here.
“A good boat, leaving Glasgow so as to be here at noon, and returning at a convenient hour the same day, would be a blessed boon, indeed, to the whole district, if put on at once, so as to enable parties in quest of summer quarters to come here early in the season, a thing they have already ample opportunities of doing elsewhere.
“What has become of that fine little steamer called the Largs, that was built expressly for this station many months ago, when she performed her trial trips most successfully?
“The Wemyss Bay Company, her owners, would gain the golden opinions of all and sundry throughout this delightful neighbourhood by adopting the hint; and unless they come to the rescue, and that at once, all the houses at places where there is almost hourly steamboat conveyance to be had will be taken for the summer before any one thinks even of looking for one here.
“True, the opening of the Wemyss Bay Railway will greatly alleviate this wretched dearth, and its beautiful and simple prolongation, along shore will render this one of the most easily accessible of places at all times. The former event, however, will be at least two months or so of taking place, and the latter at least a twelvemonth; so that it is of the greatest possible importance, for this season at least, that the good ship Largs be set to her useful labours without a single moment’s unnecessary delay.—I am, Sir, yours most respectfully, A Would-be Visitor.”—Glasgow Herald, March 9, 1865
The Wemyss Bay Company responded by putting on their new steamer Largs, sailing from Glasgow.
“Steamboat accommodation for Largs and Millport.—We understand that the directors of the Wemyss Bay Steamboat Company, in order to accommodate the district, have agreed to put the steamer Largs immediately on the Millport station. It is intended to start the steamer from Glasgow at 10 o’clock, for Greenock, Wemyss Bay, Skelmorlie, Largs, and Millport, and to return in the evening. This arrangement will commence on the 3rd proximo. The Largs is a new steamboat, built by Messrs Wingate & Co., Whiteinch, specially for this coast. The Kyles, built by Messrs Caird & Co., Greenock, and belonging to this company, is also ready, and will be put on the Rothesay station early in May, when the new railway to Wemyss Bay is expected to be opened. A third vessel, also being built by Messrs Caird and Co., is expected to be launched in a week or two.”—Glasgow Herald, March 10, 1865
“Largs and Millport.—The Wemyss Bay Steamboat Company (Limited) will place their new steamer Largs on this station on Saturday, 1st April.—From Glasgow at 9 a.m., train 9.45 a.m.; from Millport at 2.30 p.m.; Largs 3 p.m.”—Glasgow Herald, March 29, 1865
“The Steamer Largs. —This new steamer was placed on the station between Glasgow and Millport on Saturday. She is the first several steamers that are to be placed on the station at the river terminus of the Wemyss Bay Railway, which is to be opened for traffic about the 15th May. The Largs is a smart steamer, and is under the command of Captain Gillies, who, for many years, has been the favourite captain on the Largs station. She was built and engined by Messrs T. Wingate and Co,, Glasgow, last year, and during the winter was laid up at Bowling till Friday, when she was taken to Glasgow, and on Saturday, without a trial trip for the purpose of easing the engines, she was put on the station, and although the engines were rather stiff, she attained a very high rate of speed. Yesterday, the Largs sailed much faster than she did on Saturday, and is the fastest steamer that ever was on the Largs station. Her engines are diagonal, and work without in any way shaking. Passengers, while on board, do not feel any trembling of the hull caused by the engine turning the centre; everything is as steady as in a yacht running with a smart breeze. The Largs has a commodious hurricane deck, and an exceedingly neat cabin. The Largs station, which has been but poorly served with steamers for the past two years, has now been made equal to the other side of the river. A fast steamer, commanded by so obliging a master as Captain Gillies, and cheap fares, will have the effect of rapidly filling the empty houses in Largs, Fairlie, and Millport.”—Greenock Telegraph, April 4, 1865
Other steamers were also brought out.
“Largs and Millport.—Swift steamer Petrel will sail from Glasgow at 10 a.m., train 11 a.m.; from Millport at 3 p.m.; Largs 3.30 p.m.,—Commencing on Saturday 1st April.”—Glasgow Herald, March 29, 1865
At the end of March, the third of the steamers for the Wemyss Bay Company was launched.
“Launches. —There was launched from the east building yard of Messrs Caird & Co. yesterday, at half-past twelve o’clock, an iron paddle wheel saloon steamer for the Wemyss Bay Steamboat Company, of the following dimensions:—length, 220 feet; depth, 8 feet. She was gracefully named Bute by Madame Boning, of Bremen, and after the launch was towed into the East India Harbour, where she will be fitted by the same firm with oscillating engines. She is a sister ship to the Kyles, by the same builders, now rapidly approaching completion, and both vessels will to Arran and Ardrishaig in connection with the Wemyss Bay Railway.”—Greenock Telegraph, March 30, 1865
“Launch of the steamer Bute—On Wednesday afternoon, Messrs. Caird & Co. launched a handsome iron paddle-wheel saloon steamer, which was named Bute, by Madame Boning, of Bremen. The Bute is the third steamer built for the Wemyss Bay Steamboat Co., and is intended to ply in connection with trains running on the Greenock and Wemyss Bay Railway. The other steamers built for this Co. are named the Largs and Kyles, the former of which is advertised to occupy the Largs and Millport station on Saturday first.”—Glasgow Herald, March 31, 1865
Bute (Macfarlane, Evening Citizen)
The Kyles was sent out for trials in April.
“New steamer Kyles.—This handsome saloon steamer, built by Messrs. Caird & Co. for the Wemyss Bay Steamboat Company, went over to the Gareloch on Tuesday and had her compasses adjusted. Upon returning from the loch the steamer’s head was directed down the river in order to obtain an idea of her speed. We understand that the result was very satisfactory, and that she will be able to run her maximum speed of twenty miles an hour. Her sister steamer, the Bute, is being fitted up with all speed. Much interest is centered in the future performance of both steamers, as they are stated to be built to surpass every river steamer afloat.”—Glasgow Herald, April 20, 1865
Venus was put on the Arran station in May, sailing from Glasgow at 2 p.m., and returning in the morning where she had competition from the Wemyss Bay Company’s Largs.
“Largs, Millport, and Arran steamers.—The first-class swift steamer Venus sails for Greenock, Gourock, Largs, Millport, Brodick, and Lamlash, every afternoon, at two o’clock, returning the following mornings, calling at all the above ports.—Return tickets issued on board for all the above places.”—Glasgow Herald, May 18, 1865
“The Wemyss Bay Steamboat Company (Limited).—Glasgow Largs and Arran.—The Company’s new and powerful steamer Largs, will, on and after Monday the 1st May, and until further notice, leave Lamlash at 5.45 morning, calling at Invercloy, Corrie, Millport, Fairlie, and Largs, &c., returning from Glasgow at 3 afternoon, calling at the intermediate places. Return tickets issued on board. Those issued on Fridays and Saturdays available on Mondays.—Geo. Knight, Managing Director.—Company’s Office, 29, St. Vincent Place, Glasgow, 24th April, 1865.”—Glasgow Morning Journal, April 29, 1865.
The two steamers left Lamlash at the same hour, and there was an incident at Corrie ferry.
“Steamboat rivalry—Collision.—This week two first-class steamers have begun to leave Arran during the morning at the same hour. The competition began on Monday morning, and a regular race, we are told, takes place betwixt the steamers, both vessels being pushed to their utmost speed in order to outrun the other. Of course the first boat at the several quays manages to get nearly all the passengers, and hence a keen desire is shown by those in charge of both steamers to get alongside each quay first. Yesterday morning the steamers in question, the Largs and the Venus, came into collision near Corrie Ferry, which, of course, caused great alarm amongst the passengers. The Venus had her bulwarks injured, but the Largs escaped without injury. We trust that, for the safety of the travelling public, some arrangement will be come to by the two companies, whereby further mishap from the same cause may be prevented.”—Glasgow Herald, May 10, 1865
The Wemyss Bay Railway was opened to the public on Monday, May 15th. This followed excursions with invited guests on the previous Friday and Saturday. The Saturday excursion with the directors met the steamer, Kyles, at Wemyss Bay pier and proceeded on a cruise to the Kyles of Bute, before returning to the train for Glasgow.
The new railway station and pier at Wemyss bay
The first sailings from the railway pier had the Kyles sailing from and to Tighnabruaich in the Kyles of Bute. Captain Stewart’s Victory ran a ferry service to Rothesay. Later in the month the Wemyss Bay Company purchased the Victory from Captain Stewart.
“Sale of the river steamer Victory.—We understand that the favourite river steamer Victory has been sold by her present owner, Capt. Stewart, to the Wemyss Bay Steamboat Company for upwards of £5000. The Victory has proved herself a very suitable boat for the coast trade, having occupied the Rothesay and Glasgow station during the past two years with great punctuality. The Wemyss Bay Company will thus have four steamers, viz., the Largs, Bute, Kyles, and Victory. The Victory is to be handed over to her new owners on Monday.”—Glasgow Herald, May 26, 1865.
Victory (Macfarlane, Evening Citizen)
The idea was that the Largs and Victory one would handle railway connections to Largs, Millport, and Arran while the other connected with Innellan, Toward and Rothesay. The saloon steamers, Kyles and Bute were destined for grander venues. Astonishingly, many of their sailing began and ended at Glasgow, calling at Wemyss Bay on the way to and from their destinations, completely negating any advantage the company might gain from reaching the coast faster by rail.
Victory at Rothesay around 1865 (Annan, Days at the Coast)
A later view of Largs at Rothesay with Iona (Washington Wilson)
The Largs was placed on a demanding schedule. Leaving Lamlash at 5.30 a.m., Brodick at 5.55 a.m., Millport at 7.10 a.m., and Largs at 7.40 a.m. to arrive at Wemyss Bay at 8.05 a.m. in time for the 8.10 train for Glasgow. The steamer left at 8 10 a.m. for Largs and Millport, to arrive at 9.00 a.m., and immediately return by Largs to arrive at Wemyss Bay at 9.55 a.m. for the 10.00 train to Glasgow. The steamer left again at 10.00 a.m. for Largs and Millport with passengers from the 8.40 a.m. train from Glasgow, arriving at 10.55 a.m., and returning at 11.00 for Largs and Wemyss Bay at 11.55 a.m. once more, leaving at 12.05 p.m. for Largs and Millport with passengers from the 10.45 a.m. train from Glasgow, and arriving at 1.00 p.m. There was a respite until she left for Largs and Wemyss Bay at 2.45 p.m., arriving at 3.40 p.m. to connect with the 3.45 p.m. train for Glasgow and at 5.10 p.m. return to Largs with passengers from the 3.50 p.m. train from Glasgow. After arriving at Largs at 5.40 p.m., the steamer left for Wemyss Bay again at 5.45 p.m. to arrive at 6.10 p.m. to collect passengers from the 5.00 p.m. train from Glasgow. The final journey of the day left at 6.20 p.m. for Largs at 6.45 p.m., Millport, at 7.15 p.m., Invercloy at 8.30 p.m., and Lamlash at 9.00 p.m. A daunting schedule indeed, that takes little regard for the vagaries of weather and passenger needs.
The Petrel had been sailing to Largs and Millport, but extended her excursions to Arran for the season on May 22d.
“Largs, Millport, and Arran.—The fine steamer Petrel will sail from Glasgow at eight a.m.—train nine, from Millport at 3 p.m.; Largs 3.30 p.m.,—for Greenock, Gourock, Wemyss Bay, Largs, Millport, Brodick and Lamlash returning in the afternoon—Commencing on Monday, 5th June.”—Mail, May 31, 1865
On Saturday afternoons, Lady Brisbane, when she was free in Glasgow, began running excursions down the river
“Pleasure excursion.—The steamer Lady Brisbane will sail from Glasgow Bridge Wharf on Saturday first at half-past four, direct for Kilcreggan—allowing passengers one hour ashore Fares—going and returning—cabin, 1s.; steerage, 9d.”—Glasgow herald, June 23, 1865
In some heavy weather in the middle of July, the Petrel was disabled.
“Glasgow Fair Holidays.—The river boats on Saturday were well filled, notwithstanding the extremely boisterous character of the weather. Below the Cloch the sea was greatly agitated, consequent upon the half gale of southerly wind which prevailed. The pleasure of “deep sea” excursionists was materially affected thereby, and very few escaped sea sickness who travelled any distance below Dunoon. The steamer Petrel, Captain M‘Kinlay, unfortunately broke her paddle shaft, below the Cloch, while on her outward trip to Arran. The passengers were necessarily somewhat alarmed at the circumstance, but another steamer took the Petrel in tow, and brought her back to Greenock, where the excursionists were landed. Much discontent was expressed by the passengers owing to their fares not having been returned, and no boat being found to carry them to their proposed destination. The weather moderated a little towards evening, however; nevertheless, the appearance of the majority of the excursionists bore decided evidence of the absence of personal comfort, together with much fatigue.” —Glasgow Herald, July 17, 1865
A leader in the Glasgow Herald summed up the first few weeks of the service at Wemyss Bay.
“During the last ten days we have published a number of letters from various gentlemen regarding the management or mismanagement of the Wemyss Bay Railway, and we have received at least double the number on the same subject, which we have not thought it necessary to print. It is abundantly evident that the travelling public have good reason to complain of the irregular and erratic manner in which trains are dispatched over the above named line. The steamers, in the first place, do not keep time; the trains are kept waiting until the steamers arrive, and are then dispatched at any hour whether suitable for the traffic on the main Greenock line or not. All this takes place on one of the busiest lines of railway in the kingdom during the summer season, and when Paisley is reached the matter becomes more serious on account of the immense traffic belonging to the Glasgow and South-Western which must also be accommodated on the joint line. The directors of the Wemyss Bay Railway should bear these facts in mind, and regulate their affairs accordingly. They have hitherto failed to secure for the public one of the principal elements of safety in railway travelling, viz., regularity; and although no accident has taken place as yet on the line, many people feel anxious and uneasy, and this feeling is increased by the alarming catastrophes which lately took place on some of the English railways. The only effectual remedy is to start the trains punctually from Wemyss Bay at the advertised hour, whether the steamers have arrived or not; and if a regulation such as this was rigidly enforced the steamboat company would either require to study punctuality or to move their present vessels out of the way altogether, and make way for better. Some of the steamers plying on the route, although expressly constructed for the traffic, have sadly disappointed expectation. On Monday last, for example, the new steamer Largs was distanced in the easiest way by the old Venus. In fact, the new steamer, when leaving the quay seems to be generally in a rather unmanageable mood. But the directors of the railway must not be permitted to lay the blame of their irregularity upon the steamboats. They must stand on their own feet. They ought not to be patronised if they persist in the erratic course which they have followed for some time past, and which to say the least about it, is disagreeable and dangerous. No doubt, everything is done for safety in the matter of signals and so on, but there is nothing after all like system and regularity. There can be little doubt we think that this beautiful new line would become a great favorite, and would handsomely remunerate all concerned if it were properly managed; and we do trust that the directors, for their own credit and for the safety of the public, will ‘tak a thocht and mend’ before it is too late.”—Glasgow Herald, June 21, 1865
This provoked further correspondence.
“The Wemyss Bay steamboats.— To the Editor of the Glasgow Herald.—Glasgow, 21st June, 1865.—Sir,—Permit me to correct a statement made in the editorial remarks of this day’s Herald with reference to the new steamer Largs, which is calculated to mislead the public. I have reason to know that the Largs has more than fulfilled every condition stipulated for in her construction, and exceeds the guaranteed speed by more than one mile per hour. This is more than can be said of the other vessels of the company, but you should at all times ‘place the saddle on the right horse.’ Your remarks about the Largs, from whatever source derived, are, I know for certain, not correct, and I beg that you will, with your usual love of truth, take this opportunity of withdrawing an erroneous statement, which is calculated to do injury to those connected with this steamer.—I am, &c., Veritas.”—Glasgow Herald, June 22, 1865
“The Wemyss Bay Railway and Steamers.—To the Editor of the Glasgow Herald.—Sir,—As I was a passenger from Millport to Wemyss Bay by the steamer Largs last Monday morning, I can fully corroborate what you state in your leader in Wednesday’s paper, viz., that ‘the new steamer Largs was distanced in the easiest way by the old Venus.’ The Largs was the first to leave the quay at Millport, and the last to arrive even at Largs! The hundreds of passengers who were on board both steamers could easily confirm this statement, and prove the complete accuracy of the remark in your leading article. It is more than astonishing, therefore, to see any person, especially one under the signature of ‘Veritas!’ contradict your truthful remark about the Largs.
“The remark of ‘Veritas,’ that ‘the Largs has more than fulfilled every condition stipulated for in her construction, and exceeds the guaranteed speed by more than one mile per hour,’ is entirely beside the question, having no reference whatever to what you said about her speed as compared with that of the Venus.
“One word further. I hope there will be no attempts to extort an impossible rate of speed from any steamer, as the public safety ought to be of paramount importance. If the steamers cannot arrive at Wemyss Bay at the proper time under the present arrangements, let the steamers start earlier on their upwards trips, whether from the Rothesay or the Millport stations, as the trains ought to be punctually started. Should a so-called accident happen through non-punctuality, it will be a serious matter indeed, for the companies concerned, and much more so for the poor victims. The old saying that ‘prevention is better than cure,’ is peculiarly true regarding railway accidents, or rather calamities, for prevention is not only better, but also cheaper too, over and above the lives which it saves and the great suffering which it avoids. Under its able management the Caledonian has hitherto been a very safe line. I hope this safety will still continue to characterise it, in consequence of thorough punctuality and unceasing care.—I remain, Sir, yours respectfully, Glasgow, 22d June, 1865.”—Glasgow Herald, June 23, 1865
During the Glasgow Fair, Bute was sailing daily for Arran by way of the Kyles of Bute, leaving Bridge Wharf at 8.30 a.m., and Kyles for Rothesay and Kyles of Bute, leaving Bridge Wharf at 7 a.m.
“The Wemyss Bay Steamboat Company (Limited).—Additional accommodation for Largs and Millport.—The new saloon steamer Kyles, which sails from Glasgow at a quarter before two p.m., in connection with the 4.10 train from Glasgow to Wemyss Bay, will take passengers to Largs and Millport. Passengers change for the Largs steamer at Wemyss Bay.—By order.—Glasgow, July 3, 1865.”—Mail, July 27, 1865
“The Wemyss Bay Steamboat Company (Limited).—Splendid daily pleasure trip to Kyles of Bute and Arran.—The new saloon steamer Bute sails every lawful day from Glasgow, at 8.30 a.m., for Greenock, Kirn, Dunoon, and Wemyss Bay (waiting arrival at Wemyss Bay of train from Glasgow at 10.25), and proceeding to Innellan, Toward, Rothesay, Colintraive, Tighnabruaich, Brodick, and Lamlash; returning from Lamlash about 3.30 p.m., calling at Brodick, Kilchattan Bay, Rothesay, Toward, Innellan, Wemyss Bay, Dunoon, Kirn, Greenock, and Glasgow. Return tickets issued on board.—By order.—Glasgow, July 3, 1865.”—Mail, July 27, 1865
In the meantime, the Earl of Arran was able to offer a full summer program.
“Quickest route.—Glasgow, &c., to Arran, via Ardrossan, daily (casualties excepted) by Earl of Arran steamer, from Ardrossan to Brodick and Lamlash, at 9 a.m. and *5.15 p.m., in connection with the 7.15 a.m. and *4.15 p.m. trains from Glasgow—returning for the 8.41 a.m. and 5.15 p.m. trains from Ardrossan. *On Wednesday evenings the steamer will connect with the 4.35 train from Glasgow, and 7.05 p.m. train from Ardrossan. Return tickets, available for fourteen days, issued at cheap rates. The journey to Arran, in connection with express, will be performed in two hours.—Trains go alongside steamer.”—Mail, July 10, 1865
The Lady Kelburne and Lady Brisbane sailed on alternate days to Ayr, beginning May 24th.
“Ardrossan, Troon, and Ayr steamers will sail, on and after Monday, 10th July, every forenoon from Glasgow Bridge Wharf at half-past eleven for Largs, Millport, Ardrossan, Troon, and Ayr, arriving at Ayr about six o’clock evening. Returning following mornings: from Ayr at 10.30, Troon at 9.30, and Ardrossan at 10.30 for Glasgow. Fares from Ardrossan, or vice versa:—To Largs or Millport (single), cabin 1s 6d, steerage 1s; (return) cabin 2s, steerage 1s 6d; to Greenock or Glasgow (single) cabin 2s, steerage 1s; (return) cabin 3s, steerage 2s.—Glasgow, 22d May, 1865.”—Ardrossan Herald, July 15, 1865
A touching letter to the editor described an incident on the Lady Brisbane later in the summer.
“To the editor of the Greenock Advertiser—Dear Sir,—Your broad-sheet sometimes records the brave doings of our British seamen in rescuing from death some unfortunate ship-wrecked fellow-creature, and the just expression of feeling manifested by those who have been delivered, or those who have witnessed the deliverance.
“My tale of is of a very homely character, but I am not sure but it brings out real kindness of heart as prominently as even the exciting events I have referred to. My idle days began yesterday, and I sailed down the river to Ayr in the good old craft Lady Brisbane, and I may say a pleasant sail we had, though her ladyship was rather crowded till we reached Millport, where the bulk of her cargo left us, and we held on pleasantly to Ardrossan, arriving there a little before the steamer which sails to Lamlash. Two females came on board with some children, thinking they were sailing straight to Arran, and they only discovered their great blunder when they saw the Brisbane turning toward the Ayrshire coast. I have seldom seen consternation more vivid than they manifested, and it moved the heart of their fellow-passengers.
“One of the females, ‘hoping against hope.’ went to the commander of the steamer and told her tale. Of course he must have felt annoyed, but instead of adding to their distress, he wheeled his vessel round and landed them on Ardrossan quay, just in time to catch the Arran steamer. Such kindly conduct was the subject of conversation by most of the passengers during the sail to Ayr, and I am sure you will be glad to record it in your valuable journal. Your doing so will greatly oblige.—D.R.”—Greenock Advertiser, August 5, 1865
Meanwhile, Venus was sailing in the afternoons to Arran, and competed with Largs on the morning run up from Lamlash.
“Largs, Millport, and Arran steamers.—The first-class steamer Venus sails for Greenock, Gourock, Largs, Millport, Brodick and Lamlash, every afternoon at two o’clock, returning the following mornings, calling at all the above ports.”—Glasgow Herald, July 15, 1865
During the Fair Holidays, Venus sailed on the excursion to Arran, leaving Glasgow at 7.30 a.m., and returning in the evening.
The “favourite route” to Arran by way of Rothesay, was in the hands of Mr Alexander Watson who was accumulating a considerable fleet of steamers including the Petrel and Hero. Messrs Kirkpatrick, M‘Intyre & Co. had built a blockade runner on speculation in 1864, but with the defeat of the Confederate States, she was purchased by Mr Watson and named the Arran Castle. She had proved a disappointment but over the winter, adjustments were made to her machinery and she had created a good impression in new trials. The Rothesay Castle was being built by Messrs, Henderson, Coulborn & Co., during the 1865 season.
“Trial trip of the river steamer Arran Castle.—Yesterday, about half-past twelve, this fine new steamer left the Broomielaw for the purpose of testing her speed after alterations, and, as the result proved, great improvements in her machinery. After leaving Bowling she caught sight, upwards of a mile a-head, of a fast steamer from Glasgow, and, before reaching Greenock, not only made up to but passed her. At Greenock, the builders, engineers, and others interested, joined the vessel, personally to see in what time she run the Lights. Under circumstances not the most favourable, she made the run from Cloch to Cumbrae Light-house in forty-eight minutes—the first half of the distance at about five strokes less per minute than the maximum which she attained, namely, a little over forty-five strokes per minute. After the Lights had been run a substantial and elegant dejeuner was served up in the saloon by Steward Campbell, restarateur of St. Mary’s Buildings, Glasgow. After the usual loyal and patriotic toasts had been duly responded to, the healths of “Those South of the Tweed,” coupled with the names of Alderman Fletcher and Mr. Ditchburne of the Thames, was enthusiastically given; and in responding, the worthy Alderman said he trusted they would be able to make arrangements to take one or two of the famed Clyde steamers to run on the Thames. After spending a very harmonious and delightful afternoon, the steamer returned to Glasgow with the best wishes of all for the health of the owner, and prosperity to the steamer Arran Castle.”—Glasgow Herald, April 28, 1865
Excursions to Largs and Millport during the Glasgow Fair proved popular. The Sunday-Breaker, Cardiff Castle, found employment through the week of lawful days, and the new Vivid took a break from the Kilmun station.
“Glasgow Fair.—To Largs and Millport. The fine commodious steamer Cardiff Castle sails for Greenock, Gourock, Largs, and Millport at a quarter-past 10 a.m., train 11; returning from Millport at 3 p.m. Cabin 1s 6d; steerage 1s.”—Mail, July 17, 1865
“To Largs for sixpence, at a quarter-past 10.—The fine commodious steamer Cardiff Castle sails from Glasgow at 10.15 a.m., train 11, for Greenock, Gourock, Wemyss Bay, Skelmorlie, and Largs; returning from Largs at half-past 2 p.m. Cabin 1s; steerage 6d.”—Glasgow Herald, July 28, 1865
“Fair Holidays.—On Saturday the 15th the splendid new steamer Vivid will sail from Bridge Wharf at 7.30 a.m., for Greenock, Gourock, Wemyss Bay, Largs, and Millport; returning in the afternoon.”—Mail, July 17, 1865
Petrel continued her excursions to Arran, competing with the Venus for the Fair traffic. There appears to be ample demand for both steamers.
“To Largs, Millport, and Arran.—The fine steamer Petrel will sail from Glasgow at 8 a.m., train 9 a.m., for Greenock, Gourock, Wemyss Bay, Skelmorlie, Largs, Millport, Brodick, and Lamlash; returning in the afternoon.”—Mail, July 17, 1865
“Favorite route to Arran, daily, via Rothesay and Kilchattan Bay.—On Mondays and Thursdays through Kyles of Bute.—The splendid, commodious, and powerful new and first-class steamer Arran Castle, or Rothesay Castle, sails from Glasgow at 8 a.m., train 9, calling at Greenock, Gourock. Kirn, Dunoon, Innellan, Rothesay, Brodick, and Lamlash; returning from Lamlash in the afternoon. From and back to Glasgow, cabin, 3s, steerage. 2s; From Dunoon or Rothesay to Arran and back, cabin, 1s.6d, steerage, 1s. First-class refreshments on board.”—Glasgow Herald, August 11, 1865.
As the season ended, routes were curtailed, and steamers were withdrawn, and laid up for the winter. The news from the Wemyss Bay Company was not good.
“Withdrawal of the Wemyss Bay steamers.—The Wemyss Bay steamers are forthwith to be withdrawn from their respective stations. The Kyles and Bute, the largest of the fleet, will be moored in Bowling Harbour to-day, and the Largs and Victory, plying respectively to Largs and Rothesay, will follow duit at the close of the present season. The reason is unfortunately too cogent. The Steamboat Company (Limited), are indisposed to prosecute any longer a seriously losing business. The boats are likely, therefore, to be sold. The railway, of course, will be open as usual. It is under a different proprietary, is managed by the Caledonian Railway, is wanted, and is expected to pay. Passengers going farther will doubtless find their way readily by independent steamers, whose owners will be glad enough, we dare say, to adapt their sailings to suit the railway traffic.”—Glasgow Morning Journal, September 12, 1865
Despite this gloomy scenario, the Wemyss Bay Company persisted, albeit without its two flagship steamers. It would eventually succumb in 1869 when Captain Gillies with the aid of his father-in-law, Alexander Campbell, purchased their remaining steamers from the liquidators, and ran railway connections.
“To Largs and Millport, at ten minutes before ten.—Fine steamer Petrel for Greenock, Gourock, Wemyss Bay, Skelmorlie, Largs, and Millport, quarter before ten a.m., train 11 a.m.; returning in the afternoon.”—Glasgow Herald, September 20, 1865
“Ardrossan, Troon, and Ayr steamers will sail every day from Glasgow Bridge Wharf at 11.45 a.m., train 1, for Largs, Millport, Ardrossan, Troon, and Ayr.—returning following mornings from Ayr at 9, for Glasgow.”—Glasgow Herald, September 20, 1865
In October, another blow was dealt to the Largs and Millport Company when the mail contract was transferred to the Wemyss Bay Company. Given the state of affairs at Wemyss Bay, this might seem premature, but it did ensure the continuation of the Wemyss Bay Company’s steamers.
“Mail service.—Largs and Millport—The Post Office authorities have completed an arrangement with the Wemyss Bay Railway and Steamboat Company for the conveyance of the second mail to Wemyss Bay, and Largs, and a mail twice a day each way for Millport, which will be a great boon to the different places on that line. The new service will begin on and from 1st November. So soon as the railway company fix the hours for the trains during the winter, the arrangements will be intimated. The present service by the Largs and Millport steamers will cease on the 31st instant.”—Glasgow Morning Journal, October 27, 1865
Perhaps sensing the end of the Largs and Millport Company, there was a presentation made to Captain John M‘Kellar of the steamer Venus but the residents of the area the company had served for so many years.
“Compliment to a steamboat master.—On Friday evening a large number of residents in Largs, Millport, and Fairlie entertained Captain John M‘Kellar of the steamer Venus, in the Kelburn Hotel, Millport, and presented him with a splendid silver jug in token of their respect. The gift was accompanied by a very elegant silver goblet, given by Hon. Mr Boyle.”—Greenock Advertiser, October 24, 1865
For the winter service, it was noted that “On the Largs route every steamer has been withdrawn but the one to Arran, which sails from Glasgow on the Tuesdays, Thursdays, and Saturdays; and from Arran on the Mondays, Wednesdays, and Fridays. The Wemyss Bay line has the whole of the Largs trade now, and has three trains and three sailings each way.”
The Arran steamer at the time was the Lady Brisbane, but Venus was on the station in December, leaving Glasgow at 11 a.m.
“The fine steamer Venus, or other steamer, will sail at 11 a.m., every Tuesday, Thursday, and Saturday, for (not Wemyss Bay) Skelmorlie, Largs, Millport, Brodick, and Lamlash. Returning following mornings.”—Mail, January 1, 1866
On the afternoon of the second-last day of the year, a severe gale caused havoc on the Firth and delayed the sailing of the afternoon Millport steamer.
“The storm at Millport.—The recent storm has caused considerable damage at Millport, as well as at other watering- places on the Coast. A steady breeze from the south began to blow on Saturday afternoon, which, towards evening, increased to a perfect hurricane. This continued all Saturday night, and on Sunday morning the parapet in the west side of the quay was found to be completely washed away, while a number of the stones composing the centre of the quay had been dislodged, leaving an empty space of about twelve square yards. It will, it is calculated, take upwards of £500 to repair the damage which has been caused on this occasion. When the steamer Largs, Capt. Gillies, was which was due on Saturday evening, but was detained at Largs all night, arrived on the following morning, the passengers on board, numbering about one hundred, seemed at first afraid to venture on the pier, the appearance it presented being so rickety and insecure.”—Glasgow Evening Citizen, January 3, 1866
A radical change was made in the Wemyss Bay Company.
“Steamboat sales.—The steamers Kyles and Bute, employed during last summer on the Wemyss Bay route, having been sold to the Thames Saloon Steam-boat Company (Limited), the Kyles came down the river yesterday and proceeded direct to London. It is stated that the steamboat Nelson has been purchased by a limited liability company, which is about to establish a ferry traffic betwixt Greenock and Helensburgh. The steamer Victory, employed on the Wemyss Bay and Rothesay station, has been withdrawn for repair, the Arran Castle having been chartered to occupy her place. Mr. Watson has withdrawn the Arran Castle and Petrel from the Kyles of Bute daily route, the trade having proved unremunerative. Captain Stewart is stated to be getting two handsome river steamers built for the Rothesay trade in place of the Victory sold, and the Alma, which is to be broken up.”—Glasgow Herald, January 11, 1866
The Largs and Millport Company provided service in March.
“Steamer for Largs and Millport. On and after Monday, 12th March, the swift steamer Venus, or other steamer, will sail from Glasgow at half-past ten a.m., for Skelmorlie, Largs, and Millport; returning in the evening from Millport at half-past three, Largs, four p.m. Fares from Glasgow to Greenock—cabin, 9d; steerage, 6d; from Glasgow to Largs or Millport—cabin, 1s; steerage, 9d. Greenock to Largs or Millport—cabin, 9d; steerage, 6d.”—Mail, March 9, 1866
“Steamer to Largs and Millport, every morning at half-past 10; returning in the evening. Fares from Glasgow, cabin, 1s.; steerage, 9d; fares from Greenock, cabin, 9d.; steerage, 6d.”—Glasgow Herald, March 28, 1866
“Glasgow, Largs, Millport, and Arran.—The fine steamer Venus sails every day at two p.m., returning from Lamlash every morning at half-past five; Brodick about six a.m.—Glasgow Herald, May 23, 1866
Venus called at Gourock and Skelmorlie on her way to Arran, but not at Wemyss Bay.
With the sale of the Kyles and Bute, and with just the Largs and Victory remining in their fleet, the Wemyss Bay Company were in need of a new steamer to help run their anticipated summer services. On April 2d, they purchased the Argyle from Captain Duncan Stewart. The Argyle had been in Captain Stewart’s possession for a mere week or two. She was the replacement for the Victory, sold the previous year, and was nearly identical in dimensions being 177¼ feet in length by 17½ feet in breadth. Launched from the yard of Messrs Barclay, Curle & Co, Ltd., she incorporated the engine of the Alma, scrapped by Captain Stewart the previous year.
Argyle (Macfarlane, Evening Citizen)
The summer schedule for the Wemyss Bay fleet was a little less involved than in the inaugural year. The principal change was that the Largs was placed on the Arran excursion, and the Victory and Argyle maintained connections to Innellan and Rothesay on the one hand, and Largs and Millport on the other. Millport had five steamer calls each way, Largs had six, and Fairlie, two.
“Glasgow to Arran, (via Wemyss Bay), by special train and Royal Mail steamer Largs.—Train leaves Glasgow daily at 8.45 a.m., and steamer from Wemyss Bay at 10, calling at Largs, Fairlie, Millport, Corrie, Invercloy, and Lamlash, reaching Lamlash about 12.30 p.m. Steamer leaves Lamlash at 2.15 p.m. for Invercloy, Corrie, Millport, Fairlie, Largs, and Wemyss Bay, arriving in time for the 5.40 p.m. train from Glasgow. Passengers by this favourite route will have about three hours in Corrie and Invercloy, and about two hours in Lamlash.—Return tickets are issued from Glasgow, Paisley, and Greenock at moderate rates.—Manager’s Office, Wemyss Bay, May 18, 1866.”—Glasgow Herald, May 23, 1866
Argyle at Wemyss Bay Pier
The Arran by way of Rothesay steamer was Hero. The Arran Castle had been withdrawn and sailed for the Thames, but was lost, along with her owner in the Irish Sea.
“Arran via Rothesay.—The swift steamer Hero sails every lawful day, at 8 a.m., train 9 a.m., for Greenock, Gourock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash; returning in the afternoon. Fares—Arran and back:—cabin, 3s.; steerage, 2s.”—Glasgow Herald, May 31, 1866.
The Lady Kelburne and Lady Brisbane sailed to Ayr on alternate days as they had in the previous season.
“Largs, Millport, and Ayr steamers.—These steamers will sail every day from Glasgow, at half-past ten a.m., for Skelmorlie, Largs, Millport, Ardrossan, Troon, and Ayr—arriving in Ayr about half-past 5; returning following mornings about 9 o’clock—calling at the above ports for Glasgow.”—Glasgow Herald, June 18, 1866
This year, however, they had a rival, offering excursions to Ayr, returning in the afternoon. The vessel was the Vale of Clwyd, better known as the Vale of Clyde. Launched in April, 1865 for Robert W. Preston of Liverpool, she was 186½ feet in length, by 19 feet in breadth and had a two cylinder engine delivering 90 h.p.
“On Thursday last the trial trip of the Vale of Clwyd, a handsome paddle steamer, built by Mr Thomas B. Seath, Rutherglen, took place on the Firth. The distance between the Cumbrae and the Cloch Lights was run in 52 minutes 15 seconds, being equal to a speed of 18.415 statute miles an hour. The Vale of Clwyd is 195 feet long, 20 feet broad, with a depth of hold of 10 feet. She is 250 tons, and her engines are 100 horse-power nominal. She is the first of a line to run between Liverpool and Rhyll, North Wales.”—Glasgow Sentinel, April 29, 1865
The new steamer took just 15 hours to sail from Greenock to Liverpool, where she was advertised by her new owners. It is likely that Mr Seath, her builder, had a substantial stake in the enterprise.
“Trial Trips. —A new steamer, named the Vale of Clwyd, which has just been built on the Clyde, Mr. T. B. Seath, for the Vale of Clwyd Steamship Company, and intended to ply between Liverpool and Rhyl, arrived in the Mersey 23d inst. On Friday, during her trial trip, she ran the measured mile in three minutes and four seconds, and completed the distance between the Cloch and Cumbrae Lights (15¾ miles) in 52 minutes. The time occupied on the passage from Greenock to Liverpool was only 15 hours. —Greenock, April 23.—On Thursday the new paddle steamer Vale of Clwyd, built by Mr. T. B. Seath, of Rutherglen, passed down the river on trial, and ran the distance between the lights in a little over 50 minutes. The steamer is owned in Liverpool, and will ply between Liverpool and the Welsh coast.”—Shipping and Mercantile Gazette, April 24, 1865
“Vale of Clwyd, new iron steamer, is now on the Rhyl station.—Speed of the above steamer, 20 miles per hour. Passage from Rhyl to Liverpool, one hour and a half. Saloon, Ladies’ Cabin, and Fore Cabin gorgeously fitted up.”—Denbighshire and Flintshire Reporter, July 1, 1865.
For the 1866 season, Vale of Clwyd was replaced at Liverpool by a new and larger steamer, the Elwy.
“Launch at Rutherglen.—On Saturday afternoon, about two o’clock, there was launched from the Rutherglen shipyard a handsome paddle steamers of the following dimensions:—205 feet long, 20 feet beam, and 9 feet deep. The vessel is to be fitted with a pair of oscillating engines and upright tubular boilers of 120 horse-power. She has been built to the order of R. W. Preston, Esq., owner of the celebrated steamer Vale of Clwyd, said to be the fastest steamer on the Mersey, and, like her, intended for the Liverpool and Rhyl station. The vessel was named the Elwy, and the time-honoured custom of breaking the bottle was gracefully performed by Miss Ure, of Dumbarton. This was the second vessel launched during March from the same establishment, the other being a handsome screw steamer of 400 tons, intended for the China and Japan trade.”—Glasgow Herald, April 3, 1866
Elwy
The Vale of Clwyd was returned to the ownership of her builder on the Clyde, and with Thomas Steele of Ayr, placed the swift steamer on excursion sailings from Glasgow to Ayr. Their previous attempt to provide a service from Glasgow to Ayr with the steamer Robert Burns, had lasted two years in the late 1850s.
Vale of Clwyd off Dumbarton
“New route for excursionists.—On and after the 18th inst., the swift and elegant steamer Vale of Clyde will commence daily sailings from Glasgow to Ayr, leaving the Bridge Wharf at 7 a.m., calling at Greenock, Gourock, Kirn, Dunoon, Largs, Millport, Ardrossan, and Troon; returning by the same route in the afternoon, leaving Ayr at 2.30. fares from Glasgow or Greenock—cabin, 2s; steerage, 1s 6d; cabin return, 3s; steerage return, 2s. From Kirn, Dunoon, and Largs—cabin return, 1s 6d; steerage return, 1s.”—Glasgow Herald, June 18, 1866
In July, the owners added a consort, Vale of Doon.
“New steamer.—This morning the new steamer Vale of Doon came down the river, and proceeded to Largs and Millport with a good cargo of passengers. She was built by Mr Thomas Seath, Rutherglen, and is a consort to the Vale of Clyde. The Vale of Doon left Glasgow 15 minutes after the crack steamer Rothesay Castle, and arrived at the quay here only a minute after her.”—Greenock Telegraph, July 16, 1866.
Vale of Doon
There is no readily available record of her building, but she may have been launched as Princess, a steamer of very similar dimensions.
“On Wednesday afternoon a beautiful iron paddle-steamer was launched from Mr Seath’s shipbuilding yard, Rutherglen. Her dimensions are:—length 202 feet; breadth, 18 feet; depth, 7 feet 6 inches. She will be fitted with engines of 110 horse-power. As the steamer lay a considerable distance from the water, there was more than the usual care and skill required in the launching, and for the same reason there was more than the usual interest. As she glided away, she was named the Princess, by Miss Ann Murray Seath, and Miss Don, of Brechin. We understand that this vessel is intended for river passenger service, a class of steamers for which Mr Seath enjoys a high and growing reputation. Various additions and improvements are being made to the building yard, and with these and the possible removal of the weir at the Green, Mr Seath will doubtless, send out larger vessels than he has yet attempted.”—Glasgow Herald, April 20, 1866
The two steamers provided a double sailing daily between Glasgow and Ayr, popularizing the “Land o’ Burns.”
“New route for excursionists.—Glasgow to Ayr and back same day.—Steam communication between Glasgow and Ayr.—Two sailings daily from each end.—The swift and elegant passenger steamers Vale of Clyde and Vale of Doon are appointed to sail as under:—From Glasgow to Ayr every morning at 7 o’clock, every afternoon at half-past 2 o’clock. From Ayr to Glasgow every morning at 7 o’clock, every afternoon at half-past 2 o’ clock. The steamers call at Greenock, Gourock, Dunoon, Innellan, Largs, Millport, and Troon. Passengers from Glasgow and intermediate ports by the morning boat have about two hours at Ayr for visiting the Banks and Braes o’ Bonny Doon and other places of interest in the neighbourhood. Fares: Glasgow or Greenock to Ayr, cabin, 2s., steerage, 1s. 6d.; return cabin, 3s., steerage, 2s. Dunoon, Innellan, Largs, Millport to Ayr, cabin, 1s. 6d., steerage, 1s.; return cabin, 2s., steerage, 1s. 6d.
Omnibuses and Waggonettes to Burns’ Monument start on arrival of steamer, returning in time for sailing. Passengers from Ayrshire by the morning boat have the opportunity of visiting most of the Clyde watering-Places; can also make the trip to Ardrishaig, by saloon steamer Iona, through the Kyles of Bute, returning same evening by the steamer leaving Glasgow in afternoon. Passengers from Ayrshire for the Highland, Irish, or Liverpool steamers can join these vessels at Greenock, in forenoon or evening, more conveniently and economically than by railway.”—Glasgow Evening Citizen, July 26, 1866
The Earl of Arran continued to provide reliable service.
“Glasgow to Arran, via Ardrossan, by express trains, and Royal Mail Steamer, Earl of Arran, in about two hours, commencing on 1st May, 1866.—Daily, by express from Bridge Street Station, at 8.25 a.m. and 4.15* p.m., and by steamer earl of Arran, from Ardrossan to Brodick and Lamlash, at 9.30 a.m. and 5.20* p.m.. The steamer will return from Lamlash and Brodick to Ardrossan in time for the 8.40 a.m. and 5.10* p.m. express trains to Glasgow. *On Wednesday evenings, the steamer will connect with the 5.20 p.m. express from Glasgow and 7.05 trains from Ardrossan.—trains go alongside steamer.—Kilmarnock, Troon, and Ayr passengers travel by ordinary trains.—Note.—No second class tickets for Glasgow issued on Wednesday evenings. Passengers using second returns will be conveyed in third class carriages from Ardrossan.”—Mail, June 19, 1866
Earl of Arran had a minor mishap later in the month of June.
“On Tuesday last the steamer, Earl of Arran, after leaving the quay at Ardrossan, on her second trip to Brodick and Lamlash, and when near the Crinian rock, became disabled through a slight accident to her rudder. One of the tugs belonging to the harbour towed her across and back. In the evening she made another run, as advertised—a cheap trip to Brodick fair and back. The vessel was crowded and returned to Ardrossan at about half-past 10 p.m.”—Ardrossan Herald, June 30, 1866
The new Vale of Doon had an unfortunate season. In August, she experienced a serious mechanical issue.
“Steamboat accident.—On Monday evening, as the steamer Vale of Doon was putting into Gourock, on her upward voyage, her passengers were startled by a crack, indicating that something had gone wrong with her machinery. It soon appeared that the cylinder had sustained some injury, rendering it impossible for the vessel to proceed. Arrangements were made for forwarding the passengers, but it was very late before some of them reached Glasgow. The Vale of Doon will be withdrawn from the Glasgow and Ayr station for a few days. The Vale of Clyde will sail as usual from Glasgow at seven in the morning, returning in the evening.”—Glasgow Herald, August 1, 1866
Later in the month, it was announced that Vale of Doon was withdrawn for the season.
With the death of her owner, Alexander Watson, the Petrel had changed hands, and had entered the Sunday trade. During the week she continued to sail on the Largs, Millport, and Arran excursion station.
“The well-known favorite swift steamer Petrel, having changed owners, and been thoroughly refitted at great expense, is intended to sail on the same station, and at the same hours as last year, viz., on and after Monday the 25th June daily from Glasgow at 8 o’clock a.m., for Renfrew, Bowling, Greenock, Gourock, Largs, Millport, and Arran, returning in the afternoon; fares as formerly.”—Glasgow Herald, June 18, 1866
Brodick Bay around 1865 (Annan, Days at the Coast)
Venus at the Old Quay, Lamlash (Isle of Arran Heritage Museum)
In July, Venus was in a collision with the Dumbarton steamer, Leven.
“Collision between the steamers Venus and Leven.—About four o’clock yesterday afternoon, collision of a somewhat serious description occurred between the steamers Venus and Leven. The former was on her way from Glasgow to Arran, and the latter was proceeding from Dumbarton to Glasgow; and the place where the collision happened is said to have been at a point a little above Dumbarton. The Venus had part of her paddle-box knocked away, and was otherwise so much disabled that she was unable to proceed further than Greenock, where all her passengers were landed. The extent of damage to the Leven cannot at present be correctly ascertained, but it is stated that she was even more disabled than the Venus. The latter vessel, in the course of the evening, set sail for Glasgow; and we heard from a gentleman, who arrived here in one of the river steamers between six and seven o’clock last night, that the Venus had been seen proceeding on her way to Glasgow, and that the Leven was being towed down to Dumbarton.”—Glasgow Herald, July 5, 1866
Less than a week later, Venus had a mechanical problem, although it was not serious.
“Accident to the steamer Venus.—The steamer Venus, on her passage from Glasgow to Arran yesterday morning, was brought up off Wemyss Castle, owing to a slight accident to one of her paddlewheels. Mr. Brown, manager of the Wemyss Bay Steamboat Company, on observing her disabled condition, immediately dispatched the steamer Argyll to her assistance. In the meantime, however, the damage, which was merely temporary, had been repaired so as to enable the Venus to proceed to Glasgow. This prompt and generous act on the part of Mr. Brown to a rival company is deserving of honourable mention, and we hope will not be lost sight of by others, especially during the Fair holidays, when any mishap to a passenger steamer, if unassisted, might lead to very serious consequences.”—Glasgow Herald, July 10, 1866
However, at the end of the month, a much more serious accident occurred.
“Alarming collision on the river.—Two lads badly injured.—Yesterday afternoon, a collision of a very alarming character took place on the river betwixt the passenger steamers Venus and Cardiff Castle, whereby the lives of the passengers on board the former steamer were placed in the most imminent danger. The following particulars we have been enabled to learn:—The steamer Venus, Capt. M‘Kellar, left Glasgow for Arran via Largs and Millport, as usual at 2 p.m. yesterday afternoon, having on board a large number of passengers, a quantity of luggage, and other goods. Betwixt Dumbarton Castle and Greenock, the Captain, steward, and several of the hands were engaged in the cabin part of the steamer collecting the fares, consequently only the pilot named Duncan Turner, and his assistant named Donald Campbell, were on the bridge at the time of the collision, and both were engaged at the wheel, steering the steamer off Port Glasgow when the passenger steamer Cardiff Castle was observed coming up the river. No collision was of course apprehended when she was at first observed, but suddenly, it is alleged, the course of one or other of the vessels was altered. On board the Venus the danger into which both steamers were placed was at once seen, when a wild cry of alarm was raised amongst the terrified passengers. It is asserted by those on board the Venus and corroborated by Mr. Porteous, chief-engineer, and his assistant, that the engines were at once stopped when a collision was deemed imminent, and orders given to reverse them, but ere the latter order was carried out the Venus rushed into the Cardiff Castle, striking her on the port-bow, carrying away her rails, bulwarks, galley, part of paddle-box, and doing other serious damage. The shock was a terrible one, and was evidenced from the injuries sustained by the Venus, her bow being stove in to the extent of about fifteen feet. The Venus was cut down to within a few inches of the water’s edge, her beams, plates, sails, bulwarks, stem, fore-rigging, cathead, &c., being all carried away. When the collision took place the Venus gave a great lurch, which caused dreadful excitement to prevail among the passengers, quite a panic ultimately ensuing amongst them. The screams of the women and children are stated to have been heard at both sides of the river. At the moment of the collision two young lads were sitting on the forward bulwarks, when one of them was thrown into the river, and the other was crushed amongst the debris. The lad who was precipitated into the river was gallantly rescued by one of the crew, named Daniel Blair. The cries of the other poor fellow, who was jammed in the wreck, were terrible; and upon another member of the crew proceeding forward, it was found that the lad was in great danger of death. After much exertion, the poor fellow was liberated, when it was found that his left thigh was broken, and other injuries inflicted of a very serious character. The names of the lads are Allan M‘Donald, residing with his father at 22, Alston Street, Glasgow, and John Hunter, employed as a herd with Mr. Alexander Hamilton, Knock-in-Kelly, Arran. Both of the unfortunate young men were on their way to Arran to resume their duties. An examination of the Venus was at once made, when it was found that she was making no water; and after securing a portion of tarpaulin over the bow, she proceeded at a slow rate to Greenock. The injured lads were there sent ashore on stretchers, and conveyed to the Infirmary. Fortunately there was no person on board the Cardiff Castle save the crew, at least no passengers were observed on board by those on Greenock Quay when the steamer passed without calling about three o’clock yesterday afternoon. The alarm amongst the passengers on board the Venus, as we have already stated, was very great—many ladies fainting while others went into hysterics. After a time comparative order was obtained, but when the steamer arrived at Greenock most of the passengers fled from her in dismay. We believe the Cardiff Castle was taken into Port-Glasgow in a very disabled condition. The Venus returned to Glasgow last night.
“We may state that many of the passengers assert that the Venus was not stopped before the collision took place, and that the pilot was not at the wheel; but as the whole matter will no doubt form the subject of searching official inquiry, we deem it proper to withhold the allegations by various eye-witnesses, in order not to prejudice the case for nor against either party. There can be but one opinion, however, as to the practice of passenger steamboat masters being allowed to leave the bridge of their vessels to collect fares, so long, at least, as their vessels are sailing in narrow and vessel crowded waters like the Clyde. The danger of such a course has been already pointed out in our columns. In the above case the most forcible practical evidence is submitted of the danger of an irresponsible person being left in charge of a fast river steamer crowded with passengers.
“We may state that on the 4th instant a very serious collision took place betwixt the Venus and the Dumbarton steamer Leven near Dumbarton, and that during the present summer the Venus also ran into another steamer near Greenock Quay. The interests of the public demand that a searching investigation be at once instituted in order to expiscate the measure of blame attachable to some person, so that some check may be placed on the conduct of those entrusted with vessels in which thousands of persons travel weekly. We believe the collision was witnessed by the passengers travelling by the train leaving Glasgow at 3 p.m., and that when seen from a distance the affair seemed of the most alarming description. Last night the two lads were in a very weak state—M‘Donald especially, who has been more seriously injured, being very low. A large number of empty barrels being stowed forward, prevented the passengers getting near the bow of the Venus, else the loss of life might have been frightful. All the steerage passengers with the exception of the two boys injured, were grouped behind the foremast at the time of the collision.”—Glasgow Herald, July 25, 1866
Captain John M‘Kellar of the Venus, and his pilot, Duncan Turner, were charged with culpable and reckless neglect of duty, and the trial at Greenock Sheriff criminal Court was held before Sheriff Tennent and Jury on October 23. A special defence was lodged on behalf of Captain M‘Kellar that he had a competent and duly qualified officer on duty at the time. He was in the cabin, collecting fares when the incident began. David Martin, master of the Cardiff Castle deponed that the Cardiff Castle had sprung a leak and that they had no regular trip on July 24, but had sailed to the Holy Loch to pump out the vessel and establish the source of the leak, and were returning up the river keeping very close to the Port-Glasgow side of the river when the accident occurred. The Venus was holding close to the Dumbarton and Cardross side of the river, at speed, when he first saw her, but when near the black buoy, “breached her sheer”, and slewed across to the Port Glasgow side of the river. He stopped the Cardiff Castle and reversed her engines, porting his helm to come closer the south bank but the Venus came on and struck his vessel. It was low water, and he supposed that the Venus had “smelled” the ground and had lost her ability to steer. All that could have been done was to stop and reverse her engines and port her helm. The collision was the result of an accident. He also stated that “Since 1919 the captain on board steamers the captains on board steamers have lifted passengers’ fares.” There were some exceptions; the boats of Messrs Hutcheson, and the Limited Liability Companies; the Greenock and Helensburgh, and the Wemyss Bay, had clerks, he believed. One pleasant aspect was the presence of the two lads who were injured in the accident. Both had recovered.
Those on the Venus indicated that the Cardiff Castle was in the middle of the channel and that the Venus had stopped her engines and reversed, porting her helm to try to avoid the collision. It was revealed that the black buoy on Cardross side had been moved closer to shore, and had not been in its proper place. This occurred often when rafts of timber were brought up the river, and can mislead those in charge of vessels. William Barr, the master of the Rothesay Castle, Alexander M‘Lean, master of the Vulcan, and Robert Campbell, master of the Vivid, all testified that it was common practice for the Master to leave the vessel in charge of a competent pilot when lifting fares, and that Duncan Turner was known to be a competent pilot. Mr William Nicol, cashier of Messrs Langlands, treasurers of the Largs steamers, indicated that it was the duty of the captain to collect the fares as he is responsible for the money. “The Sheriff summed up favourably for the accused, and the jury, without retiring, returned a verdict of ‘Not Guilty,’ when both were dismissed from the bar.
While the verdict was not guilty, there were some serious issues raised regarding the absence of the Master and, or the pilot from command of river steamers sailing in the river. The matter was addressed by the Harbour Sub-Committee over the following months, and a bye-law passed in April, 1867.
“Navigation of passenger steamers.—The Harbour Sub-Committee, under date the 19th ult., reported they had resumed consideration of the resolution as to a bye-law being passed requiring a licensed pilot to take the place of the master on board of river-steamers carrying passengers, so as to be in constant charge of the vessel while the master was collecting fares, or engaged in other incidental duties. The committee had directed a letter to be addressed in the meantime to the pilots of the several steamers, to the effect that their licenses were granted on condition that they should be in constant charge of their vessels while in the river, and that should they in future leave their duty, for collecting fares or otherwise, they would be proceeded against for non-compliance with the conditions on which their licenses were granted.—Confirmed.”—Glasgow Herald, April 3, 1867.
Largs and Millport were regularly visited by the Sunday steamers. Both steamers were familiar to the residents as during the week they traded to Largs and Millport.
“Stormy Petrel.—On Sunday, the Petrel, a well-known river steamer, which had been advertised sail from Glasgow to Millport, hove in sight of that pleasant little watering-place just as the congregations were leaving church. When she reached the pier, no attention was paid to her arrival by any one board the Largs and Argyll, two of the Wemyss Bay Co.’s vessels, and lines were thrown for the purpose of securing the Petrel in vain, although the steamers were filled with observers from the shore. The consequence was that a considerable time elapsed before she could be brought to. While the operation was going on, a person on board the Petrel, seeming to have authority, began to abuse, in very unseemly language, one or two persons in shirtsleeves on board the Argyll (the steamer alongside which it was proposed to make fast the Petrel), because they would not secure the lines thrown from the latter. Hearing this indecent discourse the Millport folks standing both on the quay and also on board the Largs and Argyll, began to express their indignation at the conduct the person who uttered it, in a series of groans. The passengers of the Petrel, many of whom were tipsy, were not slow to respond in a string of curses and objurgations both loud and deep, and by challenging any of the people expressing their displeasure with the conduct of the Sunday travellers to fight. One of the Petrel’s, who seemed to be under the influence of drink, although otherwise respectable in appearance, actually did jump upon the Argyll’s deck threatening to “smash the nose of any one of the groaners who chose to face him.” The belligerent Irishman, for his accent bewrayed him, found his match, and so great was the anger now felt at the disorderly shoal about to be intruded on the Sunday calm of Millport, that fair play was given, a ring was formed, and the combatants allowed to fight it out. Victory speedily declared herself on the side of the stalwart Scot who fought the Irishman, and the latter was conveyed back to the boat he came from, after having received the sound and thorough thrashing he deserved. All this time the shouting and execrations issued from the lips of the Petrel’s noisy “crew” were terrific, and disturbed Millport from one end to the other. The police officer exerted himself in vain to quell the turmoil; the excited crowds defying for a time all his efforts. A few of the Petrel’s passengers went ashore, but the majority remained on board. After staying a short time the Petrel left, and a person was left behind with the view, it is understood, of collecting what evidence he could, to show that the policeman had not done his duty in not compelling the crew of the Argyll to secure the Sunday steamer’s lines. He made himself conspicuous a little while by haranguing the crowd after a rambling fashion, but disappeared shortly, afraid apparently of being mobbed. The inhabitants of Millport do not seemingly wish to have the repose of their village disturbed on the Sabbath by the influx of a crowd of excursionists from Glasgow or Greenock, and as they have so clearly expressed their dissatisfaction with the first attempt, it might be wise and prudent on the part of those concerned to refrain from making a second.— Citizen.”—Greenock Advertiser, July 17, 1866
“Largs.—On Sabbath last the well known Clyde steamer Cardiff Castle made the second of this season’s Sunday trips from Glasgow to Largs and Millport. She had a full compliment of passengers on board, a considerable portion of which all bona fide travellers, was landed here. Though a pretty strong feeling exists in Largs against Sunday travelling, no opposition was offered to the steamer touching at our quay; but it would appear our Millport neighbors were less complacent, as every obstruction was thrown in the way of the steamer effecting a landing there. There was no one to seize and make fast the rope belonging to the steamer when thrown ashore, and great displeasure was manifested towards anyone offering to secure it. Eventually, however, after repeated failure, the steamer succeeded in making good her landing. She left shortly afterwards for Glasgow, taking on board that portion of her freight landed here—all seemingly very respectable persons.”—Ardrossan Herald, July 28, 1866
The Earl of Arran had established herself as the main vessel for Arran.
“Ardrossan and Arran S.S. Co. (Linited),—Quickest route.—Glasgow to Arran, via Ardrossan, daily by express from Bridge Street Station, at 8.25 a.m. and 4.15* p.m. and steamer from Ardrossan at 9.30 a.m. and 5.20* p.m.; returning by steamer from Brodick and Lamlash to Ardrossan for the for the 8.40 a.m. and 5.10* p.m. express. *On Wednesday evenings the steamer connects with the 7,05 train from Ardrossan, and 5.35 train from Glasgow. Trains go alongside steamer. Excursionists have about five hours in Arran. Fares (returns) 2d class and cabin, 4s; 1st class and cabin, 5s. 6d.—available for 14 days.—Note.—No 2d class tickets issues for Glasgow on Wednesday evenings. Passengers using 2d returns will be conveyed in 3d class carriages from Ardrossan.”—Glasgow Herald, August 22, 1865
Towards the end of August, Lady Kelburne had another incident with her boiler.
“Steamboat accidents.—On Friday night, while the Wemyss Bay steamer Argyle was on the upward trip from Rothesay, and when off Toward Point, a derangement of her machinery brought her to a standstill. Being the last up steamer that night, the passengers were obliged to remain till Saturday.—On Friday afternoon while the steamer Lady Kelburne was coming into Gourock Bay, an accident occurred to one of her boilers, which detained her from proceeding for her down. The passengers landed and awaited the arrival of the Venus at half-past four o’clock, when they were taken on to their destinations. In the evening the Lady Kelburne proceeded to Glasgow to get the damage repaired.”—Glasgow Herald, August 20, 1866
Lady Kelburne accompanied the steamer Irishman on an excursion to Garelochhead of the employees of Messrs John Robertson & Co., Bridgeton. The day started gloomily but gradually brightened by the time the steamers reached the head of the Gareloch about noon. While a good time was had by those on the excursion, those awaiting their return had a worrying time.
“Cruel hoax.—On Saturday a good deal of excitement was occasioned in the city by a rumour which got afloat early in the day to the effect that an excursion steamer had been sunk in the river, and many of her passengers drowned. The story, by whomsoever or in what manner soever originated, assumed a diversity of shapes, but its general drift was that the Irishman, or the Lady Kelburne, or the Cardiff Castle, or the Hero, all of which were known to have sailed with excursionists, had been run down by one of the inbound Irish steamers. As to the number of lives supposed to be lost, the estimate varied from 50 to 200. The report gained a certain feasibility from the lowering character of the morning, and its effect amongst those whose relatives had gone upon excursions was distressing in the extreme. Many betook themselves to the Police Offices, in the hope of gaining some authentic informatlon; while groups of women and children thronged the Broomielaw, not a few of them weeping and wringing their hands in a manner that was painful to witness. On being asked what reason they had for supposing there had been an accident, the excited creatures would reply that the news had come by the telegraph; but beyond this nothing could be learned from them at all, tending to show how the story could have originated. As the afternoon wore on, and one steamer after another arrived without bringing any news of the alleged disaster, the excitement considerably abated. It could not, however, be said to have completely died away till a late hour in the evening, when the last of the excursion boats had safely returned to her berth. Between seven and ten o’clock, what with the excrursionists who landed and the crowds that waited to receive them, the quays were thronged to a most unusual extent, and Captain M‘Farlane and his men had no easy task to perform in preserving order. It will naturally be asked if there was any foundation for the report which caused all this anxiety. In the course of our inquiries on Saturday afternoon we learned that a collision had all but happened between one of the excursion boats and the Belfast stammer Llama. The Llama, we have heard, was approaching Renfrew, and had slowed her engines, in passing a diving-bell, to such an extent that she had little or no steerage way. In these circumstances a tug steamer, loaded with passengers, was observed coming down the river in a course which seemed to threaten a collision. The bell of the Llama was rung, but the tug is said to have kept on her course, as if the steersman were not aware of his position. At last she swerved, just in time to clear the Llama’s bows, and in doing so, we are told, nearly ran foul of the divIng-bell. If this be a correct account of what occurred, there would seem to have been exhibited an amount of carelessness such as cannot fail some day to result in a shocking catastrophe. It maybe that this incident got magnified, in ordinary course, as it passed from mouth to mouth, into the supposed disaster of Saturday. One Is rather inclined to believe, however, that, as has happened before in similar cases, some malicious person or persons had assisted the natural progress of rumour. Such conduct deserves the severest reprehension, and it is greatly to be regretted that persons who thus outrage society cannot be brought to condign punishment.”—Glasgow Herald, September 10, 1866
In September, the two old steamers, Lady Brisbane and Lady Kelburne were offered for sale. Lady Kelburne badly needed a new boiler. She was laid up and did not sail again. Lady Brisbane was again placed on the winter service.
“River steamers for sale by private bargain.—The well-known river steamers Lady Kelburne and Lady Brisbane, now plying between Glasgow and Ayr. Price moderate—Apply to M. Langlands & Sons, 29 Dixon Street, Glasgow.—September 17, 1866.”—Mail, September 19, 1866
At the end of October, the Largs, Millport, and Arran Company reduced sailings to Arran, three days a week.
“Largs, Millport, and Arran.—The steamer sails at 11 o’clock every Tuesday, Thursday, and Saturday for Largs, Millport, Brodick, and Lamlash; returning following mornings from Lamlash at 9, Brodick, 9.30.”—Glasgow Herald, October 30, 1866
“Change of sailings.—Glasgow, &c., to Arran, via Ardrossan by the Glasgow and South-Western Railway and Royal Mail Steamer Earl of Arran.—On and after the 4th October, 1866, the steamer will sail as follows: From Ardrossan for Brodick and Lamlash, every Tuesday, Thursday, and Saturday at 12.15 p.m., on arrival of the 10.30 a.m. train from Glasgow. From Lamlash and Brodick for Ardrossan, every Monday, Wednesday, and Friday, in time for the 2.15 p.m. train to Glasgow. Trains go alongside steamer.—Office of Ardrossan and Arran S.S. Co. (Limited), —Ardrossan, 1st October, 1866.”—Glasgow Herald, October 30, 1866
For the winter, the Wemyss Bay Company offered morning, forenoon, and afternoon services, three in total to and from Millport and Largs.
It was the Wemyss Bay Company that now provided winter connections to Largs and Millport with one morning steamer, and another in the afternoon, both calling at Fairlie. The steamer Victory suffered a mechanical failure, and with the detention of the Largs on other matters, the private steam yacht Valetta took up her sailing.
“The communication between Millport and Wemyss Bay.—An accident having happened to the cylinder of the Wemyss Bay steamer Victory some time ago, the steamer Largs was yesterday withdrawn from the Largs station to tow the Victory up to Glasgow for repair. As several witnesses had been cited from Millport to attend the Greenock Presbytery on the Cumbrae disputed settlement case—there being no steamer to take them over to Wemyss Bay‚ the Hon. G.F. Boyle, on the matter being represented to him, kindly ordered his steam yacht to be ready and take them and other passengers across to Wemyss Bay. The steamer Argyle took the Rothesay and Wemyss Bay station yesterday.”—Glasgow Herald, February 8, 1867
A clarification was issued.
“To the Editor of the Glasgow Herald.—February 8, 1867.—Sir,—A correspondent states in your columns of to-day, that in consequence of derangement of machinery of one of the Wemyss Bay steamers, the Hon. G.F. Boyle placed his steam yacht at the disposal of the passengers, and conveyed them to Greenock. The writer must have been drawing largely on his imagination when penning this. One of the company’s steamers was ordered early in the morning to Rothesay Bay on special service, the Manager having previously arranged with the Hon. Mr. Boyle to allow his steam yacht to take up the passengers at the usual hour to Wemyss Bay. Such commendable liberality on the part of Mr. Boyle, and good feeling existing betwixt him and the Company, is gratifying to see, and should not be marred by sensational paragraphs such as your correspondent furnishes.—I am &c., One Who Knows.”—Glasgow Herald, February 11, 1867
The Largs and Millport Company had now just two steamers and concentrated on the Largs and Millport service with a limited service to Arran.
“River steamboat arrangements.—Yesterday another addition was made to the Steamboat sailings from Glasgow and Greenock to the coast the steamer Lady Brisbane commenced the sailings to and from Largs and Millport to which places there has been no direct steamboat communication during the past winter except by the Wemyss Bay route.”—Glasgow Evening Post, March 29, 1867
On May 1st, the Wemyss Bay Company increased the Millport sailings to three, with and additional sailing to Largs only. Two of the sailings called at Fairlie.
The Vale of Clyde, on the vacant Ayr station, also began in May.
“Glasgow to Ayr and back, same day.—The swift steamer Vale of Clyde will commence sailing on the above station early in May.”—Glasgow Herald, April 3, 1867
Lady Brisbane had begun sailing on the Largs and Millport route at the beginning of April, and on May 18, was displaced by the Venus.
Venus had come out of her winter hibernation on the Glasgow Fast Day, April 4th, with an excursion sailing from Glasgow to Ayr and back, calling at Greenock, Gourock, Kirn, Dunoon, Largs, Millport, and Ayr. She was then overhauled to begin sailing in May.
“The steamer Venus.—This favorites steamer having been renovated for the season, made an excursion trip yesterday to Lochranza. A considerable number of pleasure-seekers, notwithstanding the unpropitious weather, enjoyed the voyage, and in acknowledgement of Captain John M‘Kellar’s many claims on the summer visitors of Largs, Millport, and Arran, were past civilities and attentions, they presented him, in course of the trip, by the hands of Mr. Mitchell, of Millport, with a handsome binocular marine glass; which he accepted with many thanks, as the most suitable souvenir with which they could possibly have gifted him.”—Glasgow Evening Citizen, May 18, 1867
“Presentation to Captain John M‘Kellar.—A number of the friends of Captain John M‘Kellar made a special trip yesterday to Lochranza, in the steamer Venus, and took advantage of the opportunity to present the Captain with a token of esteem and confidence. The gift took the form of a handsome binocular marine glass, and was bestowed, in name of the subscribers, by Mr John Mitchell, Millport. Mr Mitchell said he had great pleasure in being appointed to convey to Captain M‘Kellar the best wishes of the company, and to present him in their name, and in name of a number of other friends who were prevented attending, with a small but sincere mark of respect and trust. Captain M‘Kellar had gained the appreciation of a wide circle of friends; all who knew him thoroughly, esteemed him highly. Mr Mitchell was sure it was the earnest wish of every one present that the Captain might long continue to command the good ship Venus, and that he might enjoy health and prosperity. The sentiments of Mr Mitchell were cordially received by the company, who pledged the health of the guest with hearty goodwill. Captain M‘Kellar briefly but suitably returned thanks for the presentation. The arrangements of the committee who organised the trip were entirely satisfactory. “Creature comforts” for ladies and gentlemen on board were well attended to by Mr Thomas Smith, steward of the vessel though the weather was disagreeable during a portion of the day, the trip was thoroughly enjoyed.”—Glasgow Herald, May 18, 1867
“The fast steamer Venus came out on Saturday on the Largs and Millport route, taking the 10.30 a.m. hour from Glasgow and 3 p.m. from Millport.”—Glasgow Evening Post, May 20, 1867
The likely reason for the Venus taking over the Largs and Millport excursion sailing was the appearance of a new steamer on the station, sailing from Glasgow. At the end of September, the Greenock tug owner, Mr Graham Brymner, had placed an order with Messrs Robert Duncan & Co., for a new steamer with a raised quarter-deck that provided much improved saloon accommodation for cabin passengers.
“Steamboat Contract.—We understand that Messrs Robert Duncan & Co., shipbuilders, Port-Glasgow, have received an order from Graham Brymner, Esq., to build a river steamer on the same model as the steamer Ardencaple, but 26 feet longer, with a corresponding increase of beam and depth of hold.”—Greenock Advertiser, September 27, 1866
The steamer, Elaine, was launched in April, 1867, and was rapidly completed.
“Launch of a River Steamer.—On Saturday, Messrs Robert Duncan Co. launched from their building-yard at Port-Glasgow a handsome saloon steamer which was named Elaine, by Miss Warren, Glasgow. The Elaine’s dimensions are as follows:—Length of keel and fore-rake, 175 feet; breadth of beam, 17 feet; depth of hold, 6 feet, 7 inches. She is the property of Graham Brymner, Esq., and will be propelled by engines of 100 horse-power, supplied by Messrs Rankine & Blackmore, Greenock.”—Greenock Advertiser, April 9 1867
“New river steamer.—The fine new steamer Elaine, built by Messrs Robert Duncan &Co., Port-Glasgow, engined by Messrs Rankin & Blackmore, having had her engines put on board in the East India Harbour, had a most satisfactory start on Saturday. She proceeded down the river as far as Cloch, and then returned to Port-Glasgow, there to be painted and thoroughly finished, prior to being put on a station for the season. She steamed remarkably fast, and with little vibration. Her station is not yet fixed.”—Greenock Advertiser, April 30, 1867
In May Elaine had her trials and entered service on the Largs and Millport excursion station from Glasgow, in direct competition with the M‘Kellar’s Venus.
“Saloon steamer Elaine.— This handsome addition to our river passenger steamers, recently launched from the building yard of Messrs Robert Duncan & Co., Port-Glasgow, proceeded down the river yesterday on a preliminary trip previous to being placed on the Glasgow, Largs, and Millport station under the command of Captain Robert Young, late of the Campbeltown and Glasgow steamer Herald. The Elaine is constructed on the half-saloon principle, her internal accommodation being very commodious and well ventilated, while her fittings and decorations are exceedingly chaste and rich. The Elaine is 175 feet long, 17 feet in breadth of beam, and 6 feet 7 in. in depth of hold. She is propelled by double oscillating engines (Rankin’s patent) of 75 horse-power supplied by Messrs Rankin & Blackmore, Eagle Foundry, Greenock. On the preliminary run yesterday the Elaine sustained an average speed of about 17 miles an hour, which was deemed most satisfactory. The engines worked with great smoothness, an almost total absence of vibration being experienced. We have no doubt the Elaine will speedily become a favourite steamer on the route on which she is about to be placed. A select company of gentlemen was on board the Elaine yesterday, and partook of the hospitality of her owners. After dinner, good wishes for the success of the steamer were warmly expressed.”—Glasgow Herald, May 15, 1867
Elaine (Macfarlane, Evening Citizen)
Reports indicated that she impressed in the area of speed.
“Rapid sailing.—Yesterday, the new saloon steamer Elaine, Captain Young, which was recently placed on the Largs and Millport station. made the run from Millport to Glasgow in 3 hours and 10 minutes, including stoppages.”—Glasgow Herald, May 29, 1867
“Despatch.—The new saloon steamer Elaine made the run from Millport to Glasgow yesterday morning in two hours and fifty-two minutes.”—Greenock Advertiser, July 30, 1867
“Pleasure sailing.—Largs and Millport, new saloon steamer Elaine, from Glasgow, at 9.45 a.m., from Millport, at 2.45 p.m., calling at Greenock, Gourock, and all intermediate ports. Return fares—Cabin, 2s.; Steerage, 1s 6d.”—Glasgow Herald, June 4, 1867.
As the season progressed, Elaine also sailed on Saturday evenings direct for Gourock, Largs and Millport at 7.30 p.m., returning from Millport at 6 a.m., Largs at 6.20 a.m., direct for Glasgow.
Millport around 1865 (Annan, Days at the Coast)
If the new Elaine was a serious challenger to Venus on the Largs and Millport excursion station, the Arran excursion route also had its usual Hero, sailing from Glasgow by way of Rothesay.
“Arran, via Rothesay.—The swift steamer Hero sails daily at 8 a.m., train 9, for Greenock, Gourock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Brodick, and Lamlash, returning in the afternoon. Fares to Arran and back—cabin, 3s.; steerage, 2s.”—Glasgow Evening Citizen, May 31, 1867
On Saturday, June 8, the Venus began sailing from Glasgow at her regular hour of 2 p.m., and the Lady Brisbane took up the excursion sailing at 10.30 a.m. The afternoon sailing was extended to Aran on Fridays and Saturdays, and Captain M‘Kellar had been induced by the Wemyss Bay Steamboat Co., Ltd. to coordinate the up and down calls at Largs with the Wemyss Bay steamer, thereby filling a gap in the Wemyss Bay service, and offering an express connection to and from Glasgow.
“Notice.—One of the Glasgow, Largs, and Millport Company’s steamers will sail every day from Glasgow for Largs and Millport at half-past ten morning; returning in the afternoon.”—Glasgow Herald, June 7, 1867
Unable to compete with the Elaine in matters of speed and passenger comfort, fares on the Lady Brisbane were reduced.
“Cheap pleasure sailing.—One of the Glasgow, Largs, and Millport Company’s steamers will sail every day from Glasgow for Largs and Millport at half-past ten morning; returning in the afternoon. Single fare—steerage, 6d.; cabin return, 1s. 6d., same day.”—Glasgow Herald, June 29, 1867
The sailing of the Venus to Arran provided a connection for the Wemyss Bay steamer that sailed to Largs only in connection with the 4.10 train, to travel on to Millport and Arran. This connection was advertised by the Wemyss Bay Company.
“Largs, Millport, and Arran (commencing on Saturday first).—The swift sea-going steamer Venus sails from Bridge Wharf every day at 2 p.m., for Greenock, Gourock, Largs and Millport.
“N.B.—On Fridays and Saturdays proceeds to Corrie, Brodick, and Lamlash. Passengers per 4.10 p.m. Wemyss Bay train join the steamer at Largs. Returning from Lamlash on Saturdays and Mondays at 6.00 a.m., Brodick about 6.30, in connection with Wemyss Bay steamer for 8.45 a.m. express to Glasgow.”—Glasgow Herald, June 7, 1867
By the middle of the month, the Venus began in addition to call at Kirn and Dunoon.
“Largs, Millport, and Arran steamer.—The swift sea-going steamer Venus sails from Bridge Wharf every day at 2 p.m., for Greenock, Gourock, Kirn, Dunoon, Largs, and Millport.
“N.B.—On Fridays and Saturdays proceeds to Corrie, Brodick, and Lamlash. Passengers per 4.10 p.m. Wemyss Bay train join the steamer at Largs. Returning from Lamlash on Saturdays and Mondays at 6.00 a.m., Brodick about 6.30, in connection with Wemyss Bay steamer for 8.45 a.m. express to Glasgow.”—Glasgow Herald, June 29, 1867
The new connections elicited a mixed response from Wemyss Bay travellers as letters to the Glasgow Herald attest.
“The Wemyss Bay Steamboat Co.—To the Editor of the Glasgow Herald.—Sir,—At the commencement of the season this company advertised additional accommodation and season tickets in lieu of the late increase of the fares, but ere this had been begun many days they again break faith with the public—at least as far as the Millport travellers are concerned—and instead of the usual company steamer in connection with the 4.10 down and 7.45 up trains they treat with the opposition steamer to wait the train on her way from Glasgow. Now, this being the only midday steamer, all the goods and luggage, never to mention women and children, come by it, and the consequence is that so much time is put off loading and unloading at Largs and Fairlie that the time taken is 35 minutes longer than it used to be. And this on a run of about 15 miles. The Rothesay passengers by the same train arrived 45 minutes earlier, which shows what competition can do.
“I should like to ask the directors if they think this honest treatment. There is a very strong feeling against this, I may tell them.—I am &c., “Grumbler with Cause.”—Glasgow Herald, June 19, 1867
Some positive encouragement was also received.
“The Wemyss Bay Steamboat Co.—To the Editor of the Glasgow Herald.—Sir,—Will you allow me to make a few remarks upon a letter signed “Grumbler with Cause,” which appeared in Wednesday’s Herald, the contents of which are, I think, very unfair to the Steamboat Company?
“He complains, and most unjustly, that the above company have broken faith with the public. Some little time ago they gave notice that, on and after the 8th of June, an additional steamer would be put on the Millport station; and when the 8th of June came around the steamer was put on as promised. Previous to that date there was no steamer to Millport in connection with the 2.45 p.m. train from Glasgow—the steamer which met that train only going to Largs, as it had not time to go to Millport and be back again in time for the 4.10 p.m. train. The company accordingly made arrangements with the owners of the swift steamer Venus to run in connection with the 4.10 train to Largs and Millport; and it is of the speed of this fine steamer that he now complains.
“As regards the time taken to land the goods and women and children, I can only say that since the Venus began to run with the trains I have sailed pretty often in her, and have no cause to complain as your correspondent does. The Steamboat Company served the public very well now and their arrangement with the Venus is worthy of all praise. Yours truly,—Speed.”—Glasgow Herald, June 19, 1867
On the Monday after Brodick Fair later in the month, the Venus received more criticism.
“Wemyss Bay Steamboat Company.—To the Editor of the Glasgow Herald.—Glasgow 26th June, 1867.—Sir,—Surely this morning’s trip from Millport to Wemyss Bay in the fast sailing steamer Venus will satisfy the frequenters of Largs and Millport that the steamboat company are making regular fools of them. The Venus arrived at Millport with her steerage completely filled with cattle and horses; the cabin end was occupied by the roughest lot I ever saw on board a steamer. There were card-sharpers, orange women, sweetie women, fiddlers, wheel-of-fortune men, one-legged sailors, shoeblacks, women of doubtful aspect, if not of doubtful fame, &c., &c., and all had their usual accompaniments of baskets, wheelbarrows, &c., &c. The positions they had taken were of the most free-and easy-sort you could imagine. Some were sleeping, others playing cards, and some old ladies were busy making a “wee drap tea” in tin cans. We had on board, you will see, a good general cargo.
“The steamer had to get “coaled” at Millport, which detained us a few minutes. After we did get started the sail was anything but a pleasant one, although the morning was beautiful and the sea perfectly calm; we had such swinging from side to side as to cause a great deal of fear to those on board, if there was not actual danger. Although, I for one will be very careful that I don’t again go in the Arran steamer on the day after Brodick Fair.
“Now, Sir, what makes this all the more aggravating is that the steamer Largs was at Millport when the Venus left, and had been lying there all night, and was to go to Wemyss Bay shortly after the Venus, and she was to go empty. Why did she not take over the passengers? The cost would have been nothing when she was going at any rate. It is really too bad; and the management is not keeping faith with the public when they give them to understand that the railway boats are to run as on former years, and then treat them to such a trip as we had this morning. I don’t think I ever heard more general expressions of disgust than I did this morning from the regular passengers, and it is high time something was done in the matter. This morning the train had to wait fully 10 minutes on the steamer.—I am, yours, &c., A Growl from Millport.”—Glasgow Herald, June 27, 1867
“To the Editor of the Glasgow Herald.—Glasgow 26th June, 1867.—Sir,—I have been a regular traveller by the Largs route for the last two years, and during that time have suffered much from the careless way in which it is managed. I ran a great risk of being killed when the accident occurred, and have often been detained for upwards of an hour. But this morning the directors seem to have reached the height of perfection in their efforts to disturb the comfort and mar the pleasure of their patrons—the public. I was at Largs pier punctual to the hour for starting, but no steamer was there. At last the Venus hove in sight, coming up a quarter of an hour behind time, and we got all huddled on board as best we could; but what a sight was it to look down upon the decks of that steamer! Yesterday was Brodick Fair, and evidently the Venus had come direct from it; for the steerage was occupied entirely by sheep, cows, and horses; and every inch of room back to the far end of the cabin was occupied with the lowest set of men and women that can be gathered at a country fair, with all their stock-in-trade piled up or thrown down in that easy style that tells they are masters of the situation for the time being. It was a motley group of strolling players, card-sharpers, thimble-riggers &c., and their language was of the most filthy kind. I was glad neither my wife nor family was within earshot of them. But I ask Sir, if I was at all fair on the part of the Railway Company to compel us to go into such a den of filth and iniquity? We are surely entitled to have a clean boat placed at our disposal; and the directors have only to repeat for a week what they did this morning to find that the public have the remedy yet in their own hands.
“Trusting by insertion of this you will give expression to the loudly expressed dissatisfaction of those on board.—I am, &c., B.”—Glasgow Herald, June 27, 1867
Problems with Venus extended into July when she was damaged and eventually sank at Lamlash.
“Accident to the steamer Venus.—On Friday afternoon the steamer Venus while on her downward passage, touched the ground at Gourock, and sustained some damage, which caused her to leak amidships. She was, however kept on her course, and in the evening arrived at Lamlash, where, as the tide receded, she was allowed to get aground at the end of the pier for the purpose, it was understood, of ascertaining the nature of the leak. Unfortunately the configuration of the bottom was not such as to allow this to be done with impunity. The stem of the vessel go propped on one sandbank, and the stern on another, while the ’midships section, spanning an intervening hollow, was left without support. Under these circumstances the weight of the machinery proved too much for the unaided strength of the hull and the result was a serious strain. Some of the side plates below the paddle-boxes were considerably bent, and a portion of the deck planking abaft the funnels was displaced. The steamer, however, sailed for Glasgow, as usual, on Saturday morning, and in the evening she returned to Lamlash, leaking more than ever. She is now beached alongside of the pier, and on Sunday morning a sailing boat was dispatched to Ardrossan to obtain assistance. In the evening a steam-tug arrived with a large squad of ship carpenters, who at once set to work to rig up large pumps on board the water-logged vessel. With the help of these the Venus yesterday steamed up the river, and was put on a slip for repairs.”—Glasgow Herald, July 2, 1867
“Largs, Millport, And arran.—The swift sea-going steamer Venus sails from Bridge Wharf every day at 2 p.m., for Greenock, Gourock, Kirn, Dunoon, Largs, and Millport.
“N.B.—On Tuesdays, Fridays, and Saturdays, proceed to Corrie, Brodick, and Lamlash, returning following mornings.
“On account of a slight casualty to the steamer Venus, which took place at Lamlash, Mr. T.B. Seath has kindly allowed his splendid steamer Vale of Doon to run for a few days, till the Venus is ready. Fares to Arran—return tickets: cabin, 3s.; steerage, 2s.”—Glasgow Evening Citizen, July 4, 1867
There were more problems when Venus came back into service.
“Alarming accident on board the steamer Venus.—On Saturday evening the passenger steamer Venus arrived at Greenock Quay on her inward trip from Largs, Millport, &c., and after having landed several passengers was about to proceed to Glasgow when one of the boilers gave way near the neck of the steam pipe, and the boiling water rushing on one of the firemen on board, named Robert M‘Ewan, residing at 50 Bridgegate, Glasgow, was severely scalded about the face, hands, side, and thighs. A cab having been procured, the unfortunate man was promptly removed to the Infirmary. The alarm amongst the passengers was very great when the steam was observed issuing from the stoke hold, and great firmness had to be exercised in preventing many of the excited travellers throwing themselves recklessly from the vessel. The passengers were ultimately got ashore in safety and proceeded by rail, and the Venus was subsequently towed to Glasgow for repairs.”—Glasgow Herald, July 15, 1867
Venus (Macfarlane, Evening Citizen)
In August, the timings for the Largs and Millport Company’s two ageing steamers were changed. Gone were the sailings to Arran, both steamers provided sailings to Largs and Millport.
“Notice.—The Largs and Millport Co.’s steamers sail daily from Glasgow Bridge Wharf for Greenock, Gourock, Skelmorlie, Largs, and Millport, as under:—from Glasgow at 9 a.m., train 9.45; at 1.30 p.m., train; from Millport at 7.30 a.m.; at 2 p.m. Fares, cabin, 2s; steerage, 1s. 6d. N.B.—The 9 a.m. steamer returns in the evening.”—Glasgow Evening Citizen, August 20, 1867
If the arrangements between the Wemyss Bay Company and the Venus earlier in the season had hinted at better cooperation between the companies, any hopes were dashed.
“The Wemyss Bay Steamboat Company again.— To the Editor of the Glasgow Herald.—Glasgow, 21st August, 1867,—Sir,—This company is determined to commit suicide. Last night, between eight and nine o’clock, the bellman of Millport announced that the usual 7.45 a.m. steamer, which has run the whole season in connection with the 8.45 train to Glasgow, would be discontinued for four days. As the Lady Brisbane steamer sails at 7.30, several of the regular travellers took her this morning, the captain kindly offering to put us ashore at the Railway Pier. We got there in due time, the ropes were fastened, and the gangway just being put on board, when the very officious assistant ordered the ropes to be unfastened, and sent us adrift, to go where we liked.
“Now, Sir, I appeal to you if this was not very shameful treatment; first, on a few hours’ notice to withdraw the usual accommodation, and then, when passengers have taken the only other chance to get to town at the usual hour, they should be treated in this manner. Three minutes would have landed the passengers. As it has turned out the best part of the day for business has been lost. The company are not, I think, in so very independent a position that they can afford to treat the public in this way; and the fares are, in all conscience, high enough to enable them to pay for a competent porter on the pier.—Sir, I am your obedient servant, Daily Traveller.”—Glasgow Herald, August 22, 1867
The Wemyss Bay Company were left with the exclusive winter service to Largs and Millport. The Elaine was laid up at the beginning of November. However, the time had now come for Captain M‘Kellar and the Largs and Millport Company to fade from the scene. Before the season commenced in 1868, the two working steamers were sold.
The redoubtable Lady Brisbane was sold first.
“Steamer for sale.—The steamer Lady Brisbane is for sale by Private bargain as she now lies at Boowling Wharf. Engines about ten years old, and boilers in good order. Could be ready for sea in two days. Price £450.—Apply to M. Langlands & Sons, 88 Great Clyde Street.”—Mail, March 21, 1868
“Steamboat sale.—We understand that the old Largs and Millport steamer, Lady Brisbane, has been sold by Captain M‘Kellar to Mr Keith and others for about £500.”—Greenock Advertiser, March 28, 1868
Renamed Balmoral, she sailed for Messrs Keith and Campbell until acquired by Captain Buchanan in 1885. A mechanical failure in 1891 led to her conversion to a coal hulk.
A week or so later, it was the turn of the Venus. She was purchased by Captain Gillies on his own account. After long service with the Largs and Millport Company, he had been sailing for the Wemyss Bay Company as master of the Largs. When the Wemyss Bay Company went into liquidation in 1869, he purchased their three steamers, Largs, Victory, and Argyle, and successfully ran the railway connections at Wemyss Bay for many years.
“The river steamer Venus.—The summer frequenters of Largs, Millport, and Arran will not be displeased to learn that, although this favourite and fast steamer has been sold by her veteran owner, “Commodore M‘Kellar,” she has been bought by one of his most steady, skillful, and civil captains, and will not be removed from the station, for which she was built by Messrs. J. & G. Thomson, and where she is so well known and appreciated. Her new owner, Captain Gillies, will take the command himself; and his jolly figurehead on the paddle-box will, we doubt not, give confidence to all who entrust themselves to his guidance.”—Glasgow Evening Citizen, April 14, 1868
Less than a decade later, Captain Duncan M‘Kellar died. His obituary touches lightly on the impact he had on the Largs and Millport route. He had seen the rise of his shipping enterprise, its amalgamation with a competitor to form a monopoly that withstood the challenges of others, but could not resist the lure of war profits, and dissolved into a shambles. He had lost two sons, and had provided the good folks of Largs, Millport and Arran with reliable service, but failed to appreciate the changes taking place around him.
“Death a Steamboat Captain.— Captain Duncan M‘Kellar died at his residence in Paisley Road, Glasgow, on Monday evening, aged 84 years. The deceased was for a long series of years a well known man in connection with the river steamboat traffic. When only 17, Mr M’Kellar enlisted as soldier in the 71st Regiment, then quartered in Glasgow, and took part in the Peninsular and other foreign wars. For this service held a clasp medal, with the names of the battles in which he had been engaged—Toulouse, Orthez, Nive, Nivelle, Vittoria, and Fuentes d’Onor. Leaving the army about the year 1833, Mr M’Kellar soon was connected with the Glasgow, Largs, and Millport Steam-Packet Company, in which he came to hoId a considerable proprietary interest, and was captain successively of the Hero, Victor, and Warrior up till about the year 1855, when retired from active life. “—Greenock Telegraph, January 13 ,1875
Thanks are due to Gabby Moffatt who has researched the M‘Kellar family history. Information from Craig Osborne and Douglas Brown is also gratefully acknowledged.