The Marchioness of Breadalbane, one of the more utilitarian members of the original Caledonian Steam Packet Co.’s fleet had a long and largely uneventful life of 45 years on the Clyde. She was best known in latter years on the Largs and Millport sailings from Wemyss Bay but also did duty on the Rothesay sailings from Wemyss Bay and Gourock as well as sailing to Loch Goil and the Holy Loch. This little article is mainly a photographic record of the steamer, similar to that of her sister-ship Marchioness of Bute. Of the two, the Breadalbane was the better vessel and she remained longer on the Clyde but like her sister, she too ended her days sailing on the East Coast. The article is interspersed with some newspaper articles that hopefully give some background to the photographs.

“Port Glasgow.—Launch of a river steamer today.—Messrs John Reid & Co., Port Glasgow, launched from their shipbuilding yard this morning the first of two saloon paddle steamers being presently built them for the Caledonian Strom Packet Co. (Limited) for coast traffic. On leaving the ways the vessel was named Marchioness of Breadalbane. She is a similar vessel to the Caledonia, built by Messrs Reid & Co. last year, and will be fitted with compound tandem engines by Messrs Rankin & Blackmore, of Greenock.”—Greenock Telegraph, April 15, 1890

Marchioness of Breadalbane (Adamson)

“The new paddle-steamer Marchioness of Breadalbane.—Another magnificent addition to the Clyde fleet.—The handsome saloon paddle-steamer Marchioness of Breadalbane, the latest addition to the splendid fleet owned by the Caledonian Steam Packet Company (Limited), went on a trip yesterday. The Marchioness of Breadalbane is an improved replica of the same company’s steamer Caledonia, which attracted considerable interest in shipping and engineering circles last summer, through being the first Clyde river steamer fitted with navy boilers and forced draught, in conjunction with a compound engine—an example which has been rapidly followed by several of the leading firms on the river. It was owing to the marked success of this novel combination that Messrs Rankin & Blackmore, of the Eagle Foundry, Greenock, at the end last season, booked an order for two duplicate steamers, of which the Marchioness Breadalbane is the first. The hull, which has been built by Messrs John Reid & Co., Port-Glasgow, is very finely modelled, and has a bold upright stem and graceful elliptical stern. The chief dimensions are: Length, 200 feet, by 22 feet beam, and 7 feet 9 inches moulded depth. The hurricane deck, 150 feet length, extends the entire width of the vessel, and its spacious capacity is greatly added to, so far as the after saloon passengers are concerned, by the ticket office, steering bridge, and wheel being placed in front of the funnel instead of abaft, as has hitherto been the rule on the Clyde. This striking departure from orthodox practice will give the steersman a much freer and more unobstructed outlook, and will commend itself to all having the interest of safe navigation at heart. The trim, well-set funnel being much further forward than usual, gives the handsome steamer quite a swan-like appearance as she gracefully and swiftly cleaves the water. The machinery was constructed by Messrs Rankin & Blackmore, and consists of a tandem compound surface-condensing engine, having cylinders thirty and fifty-four inches in diameter, by sixty inches stroke, supplied with steam at 100 lbs. pressure, by two large navy boilers, working in conjunction with forced draught, on the closed stoke-hole principle, which can be regulated at will to develop great power or produce easy steam on a low consumption of fuel. The accommodation for the passengers is of a very superior description, and the rooms are furnished and fitted op in manner which all will appreciate and justly admire. The large after-deck saloon is about fifty feet in length, the floor of which is laid with rich Brussels carpet and runners. The sofas, which are of Chippendale mahogany, are upholstered in high piled velvet, peacock blue, with Turkish divan panels in the side and back. The movable settees, chairs, &c., are all upholstered to correspond. The walls are handsomely decorated with lincrusta Walton, the small panels being artistically hand painted. The windows are fitted with patent swing blinds, and the roof is lincrusta in white relieved with gold. Altogether this apartment, with the drawing-room appearance of the luxurious furniture and decorations, presents a pretty sight. We may state here that the whole of the upholstery work in the steamer is by the firm of Messrs J. G. Rowan & Co., Cathcart Square, Greenock. The ladies’ cabin is also elegantly fitted up. The dining saloon is placed forward, which most cabin passengers will esteem a great improvement. It is about twenty feet long, and is particularly light and airy. An ample bar and restaurant have been provided with all requisite fittings, and the accommodation generally is exceptionally good, including captain’s and officers’ cabins, &c., everything being finished in a most tasteful manner. The forward deck saloon is set apart for steerage passengers, and is fitted with most comfortable sparred seats of polished teak. Similar seats have been placed all round the spacious promenade deck, and up the centre for a considerable portion of the length. The sides this deck are protected with wrought-iron stanchions and rails with a bright teak toprail. The descent to the after saloon is effected means of wide easy staircase of teak, with indiarubber treads and brass guards and handsome polished rails, while two stairs of less width give free access to the forward saloon. In front the shapely funnel stands a neat ticket office polished teak, with large windows all round, and above this the steering platform with its bright array of brass docking and engine telegraphs, specially constructed by Messrs Chadburn & Son, of Liverpool. The owners of the Marchioness of Breadalbane and their able superintendent, Captain James Williamson, under whose personal supervision vessel was devised and constructed, are to be congratulated on the addition of such a vessel to their splendid fleet. The invited company joined the Marchioness of Breadalbane at Gourock, and shortly after eleven o’clock she left the pier and proceeded on her way, steaming easily down the firth. The weather in the forenoon was somewhat cold, with a strong gale from the south-west. In spite the rough weather, steamer behaved splendidly, and to the satisfaction of all concerned. On reaching the Cumbraes, the sun burst through the clouds, and with a lessening wind the weather during the afternoon was beautiful, admitting of the fine scenery on both sides of the firth being witnessed under highly favourable conditions. On the return journey dinner was served, when Mr John Rankin occupied the chair, the duties of croupier being discharged by Mr M. Rankin. After dinner, which was purveyed and served in capital style by Mr John Cullen, steward of the steamer.

“The Chairman said he would not trespass their patience by making any lengthened remarks in connection with the toast which he was about to propose. In asking them to drink “Success to the Caledonian Steam Packet Company and the latest addition to their fine fleet of steamers—the Marchioness of Breadalbane”—he apprehended, from what they had seen of the vessel that day and her performances, they would agree with him in thinking that she was not altogether unworthy of her noble namesake. (Applause.) When his good friend Mr John Reid and themselves had the pleasure last year of attaining with the Caledonia the seemingly well-high impossible speed of 16¾  knots, many people said that was impossible, and refused to believe it. Well, he was happy say that with the Marchioness of Breadalbane they had been able to surpass that speed, and he was glad that some of their friends were witnesses to this when she was tested over the measured mile the other day. In accepting of our tender for this steamer, their friend Captain James Williamson was shrewd enough to stipulate that she was to be an improved edition the Caledonia. At the time they were rather dubious about that, because they did not clearly see where the improvements were to come in. However, after seeing the vessel that day, he thought they would agree with him in saying that she was an improvement in hull, machinery, and speed. (Applause.) He thought this reflected great credit on Captain Williamson, to whose forethought most of the modifications were due. (Applause.) He wished also to say that his firm’s business relations with Captain Williamson had been of the most pleasant description. Although one the most particular of men that he ever came across, still Captain Williamson was most appreciative of those who did their best to carry out his ideas and wishes. He had now great pleasure in asking them drink “Success to the Marchioness of Breadalbane,” coupled with the name of Captain Williamson. (Applause.)

“Captain Williamson said he had to thank them for the hearty response they had made to the toast. Although, on account of the rough weather, they had not made full speed trials that day, the trip had been very successful, and his friends might take his word for it that she was a 17-knot boat. (Applause.) From the first he had had great pleasure in dealing with Messrs Rankin & Blackmore and Messrs John Reid & Co. They had done all in their power to give a first-class steamer, and they had succeeded in doing so. The only thing he regretted was that they had not been able to do the measured mile with the steamer that day, but no doubt she would do so on a future occasion. He had now much pleasure in proposing “The Health of Messrs John Reid & Co.,” coupled with the name of Mr James Reid. (Applause.)

“Mr James Reid said he them sincerely for mentioning his name in connection with Messrs John Reid & Co., the builders of this steamer. He had had great pleasure in working along with Messrs Rankin & Blackmore for many years back, and numerous contracts they had carried out together. Along with they had supplied the first steamer to the Caledonian Steam Packet Company. They had great great pleasure in carrying out that contract. They did their best to meet Captain Williamson’s views, and he (Mr Reid) thought they brought these to a fairly successful issue. They were much pleased therefore when the Company came with another order. When they got the order for this vessel she was not have a rivet more or rivet less than the Caledonia. She was duplicate of her, and an improvement if possible. They had done their best with this contract, and hoped the Marchioness of Bute would also turn out a successful vessel for the Company. (Applause.) Mr Reid concluded by proposing “Success and prosperity the firm of Messrs Rankin & Blackmore,” coupled with the name of the Chairman. (Applause.)

“The Chairman thanked them for the cordial manner in which they had drunk the health of his firm, which closed the toast-list. After navigating the waters of the Gareloch, the steamer returned Gourock about four o’clock, and landed her passengers, who enjoyed their trip to the utmost. We may add that Marchioness of Breadalbane, which will run between Wemyss Bay and Millport, is commanded by Captain Gordon, an able and experienced officer, and long connected with the well-known steamer Ivanhoe.”—Greenock Telegraph, May 22, 1890

Marchioness of Breadalbane approaching Dunoon

Marchioness of Breadalbane at Rothesay (Valentine)

Marchioness of Breadalbane canting at Rothesay

The first years of Marchioness of Breadalbane were not without incident as she established her reputation as a good sea-boat and comfortable member of the fleet. She was not averse to racing, especially when the new Glasgow and South Western flyer, Mercury, appeared on the scene in 1892.

“Those who were standing Dunoon Pier yesterday (says a correspondent) when the 5.15 steamers came in had the pleasure of witnessing one of the finest contests that has ever taken place between two rival steamers. When the Marchioness of Breadalbane took the pier at Dunoon the Mercury was just her heels, and from the quick way in which the passengers were landed from the former it became evident that she did not mean to be beat by the new steamer. When the Caley boat left for Innellan the Mercury came in and landed her passengers with equal smartness. And then the race commenced, the Marchioness having fully two minutes of start.

Mercury leaving Dunoon

“When half the journey had been done the smoke from the two steamers seemed just to rise in a parallel line. For a considerable time it was expected that the Marchioness—being next the shore, and thus having an advantage in taking Innellan Pier—would manage to hold her own against her rival. But suddenly, with a spurt, the Mercury drew away, and was seen to cross the bow of the Marchioness, thus taking Innellan Pier first.”—Glasgow Evening Post May 24, 1892

“The “Caley” steamers are now beginning to run splendidly. Yesterday afternoon when the 5.15 boats came to Dunoon the Marchioness of Breadalbane started about two minutes in front of the Mercury, and as the latter steamer took Innellan Pier a fortnight ago after giving the former half-a-minute more of a start, it was expected that she would be certain to overtake the Marchioness on this occasion. She made a grand effort to do so, but failed.”—Glasgow Evening Post, June 14, 1892

Marchioness of Breadalbane was involved in a serious collision at Craigmore with the Buchanan steamer Isle of Arran.

Buchanan’s Isle of Arran

Marchioness of Breadalbane

“At the Marine Police Court to-day —Bailie M‘Kellar on the bench—Donald M‘Phedran, master of the paddle-steamer Marchioness of Breadalbane, and resident in Rothesay, and William Buchanan, master of the paddle-steamer Isle of Arran, and resident in Sandyford Street, Glasgow, were charged, under the Clyde Navigation Consolidation Act, with haying, the 19th August last, while the respective steamers were proceeding in the same direction between Bogany Point and Craigmore Pier, attempted to race the one steamer against the other and to pass one another nearer than 50 yards, in consequence of which the vessels came into collision. Both parties pleaded not guilty. Mr Brock, solicitor to the Caledonian Railway Company, appeared for Captain M‘Phedran, while Captain Buchanan was defended by Mr Donaldson, writer.

“James Barr, mate on board the Isle of Arran, was the first witness. In answer to Superintendent Sinclair, he deponed that after rounding the buoy 400 yards from Craigmore Pier the vessels were some 45 yards apart. On rounding Bogany Point they saw the Marchioness of Breadalbane, on their starboard side coming down from Toward. The Isle of Arran was leading half a length and the vessels got closer as they went along. When half way between Craigmore Pier and the buoy the distance separating the steamers would be about fifteen or twenty yards. The Marchioness was bearing down upon the Arran. Both vessels were going full speed.

“The collision took place ten or twelve feet from the pier. Before the steamers came together the Isle of Arran slowed for a second or two; he did not know whether the Marchioness slowed.

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

“By Mr Brock—Witness was not a certificated officer. Captain Buchanan was the only one on board who had a certificate.

“Why did you to assist the man at the helm?—l thought the man would require a heave at the wheel. The Isle of Arran gave whistle to warn the other boat to keep off. The Marchioness of Breadalbane got the signal when the Arran was fifteen yards from the pier. They were going at full speed after the Marchioness was signalled. The collision took place abreast the pier, and after the signals were drawn the Arran went at full speed for second or two. The vessels were running in parallel courses, about 40 yards from Bogany Point; they were not in the position of crossing steamers. If Captain Buchanan had stopped the engine when the signal was given a more serious collision would have happened, because the Marchioness of Breadalbane would have bore down the top of them and caused considerable damage.

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

“Archibald Cameron, mate on board the Marchioness of Breadalbane, was next called. He stated that when the vessels were half-way between the buoy and the pier the distance between them would only be about a boat’s length. They came in collision about 50 or 60 yards from the pier. The Marchioness of Breadalbane slowed the usual distance when taking the pier about 100 yards. This was about half-a-minute before the collision took place. They were trying to get the pier before the Isle of Arran, because they were the leading boat. The signals were drawn for the Marchioness.

“Mr Brock— Witness held a mate’s certificate for five years, and master’s certificate for two or three years. He was the position to see that the Marchioness was the leading vessel. They tried to avoid a collision. There was nothing unusual in the steering of the Marchioness from Toward that day.

“The Magistrate—Was the Isle of Arran entitled to slow and allow you to cross her?—Yes

“Mr Brock—Captain Buchanan had no right to proceed as he did—it was his duty to stop.

“A great number of other witnesses, of whom there were 16 in all for the prosecution, were called and examined.”—Glasgow Evening Post, September 22, 1893

“The hearing of the charge against Donald M‘Phedron, master of the paddle steamer Marchioness of Breadalbane, and William Buchanan, master of the Isle of Arran, for racing the respective steamers at Bogany Bay on the 19th August, lasted till six o’clock last night. At the close of the evidence Bailie Mackeller found the charge proven, and fined each of the accused in three guineas.”—Glasgow Evening Post, September 23, 1893

Marchioness of Breadalbane racing from Craigmore

“On Saturday, while the Caledonian passenger steamer Marchioness of Breadalbane was doing the run from Rothesay to Gourock, her engines would not stop, despite all that the engineers could do. She tried to make Dunoon and Kirn, but went full speed past both piers. The captain then made the steamer perform large circles in the Firth of Clyde, and ultimately she headed for Gourock pier, where it was proposed that she should be brought a stand-still by ropes.”—Kirkintilloch Hearld, February 27, 1895

“Action against Innellan piermaster—In Dunoon Sheriff Court yesterday proof was heard before Sheriff-Substitute Martin in an action raised at the instance of a seaman named John Thomson, belonging to Innellan, who sued Archd. Macewan, piermaster, Innellan, for £40 damages for his having on January last forcibly, illegally, and unwarrantably prevented him from going on board the steamer Marchioness of Breadalbane at Innellan Pier, thereby the pursuer was too late sign on as Quartermaster on board the City of Venice, then lying at the Broomielaw. The defence was a denial that any force was used, the pursuer refused either to pay pier dues or show his ticket, and that in terms of the provisional order for Innellan the piermaster was acting within his rights in preventing pursuer from going board the steamer. Pursuer averred that he did show his ticket, and that defender would not look at it, but witnesses were brought by the defence to prove that pursuer had made the remark that so long as there were a Macewan on Innellan Pier he would neither pay his penny nor show his ticket, a statement which pursuer denied in Court, although admitted having stated to the witness that he had made mind not to show his ticket in future, as the piermaster declined to look it. His Lordship made avizandum.”—Greenock Telegraph, March 20, 1901.

Marchioness of Breadalbane leaving Wemyss Bay

Marchioness of Breadalbane (Valentine)

At Largs

At Millport

At Millport

At Kilchattan Bay Pier

At Rothesay

Loading at Rothesay

Marchioness of Breadalbane

The Marchioness of Breadalbane was reboilered in the winter of 1901-02 and refitted. For the subsequent few years she was mainly associated with the Wemyss Bay, Largs and Millport station in summer, with an afternoon sailing to Kilchattan Bay and Rothesay. In winter, she could be found on the Rothesay roster and various other duties including the rotation for the Loch Goil mail run.

Marchioness of Breadalbane at Carrick Castle (Stengel)

Marchioness of Breadalbane at Lochgoilhead

Unusually stormy weather on August 15, 1903 forced the cancellation of the Millport Regatta and Marchioness of Breadalbane was heavily damaged, forcing her replacement by Duchess of Montrose until repairs could be effected.

A dispute between the Caledonian and Glasgow and South Western Railway companies and Millport Town Council who had taken over Millport Pier led to the withdrawal of steamer services for a brief period at the height of the season in July 1906.

War service as a minesweeper was followed by a rush back into service in 1919, her refurbishment not quite completed, and her paddle-boxes were painted black for the season. In the winter, a thorough overhaul followed during which electric lighting was installed and she reappeared on the Millport station in September 1920. Her winter duties were more diverse, and again she could be found on the Arrochar connection.

Leaving Largs in 1919

Off Gourock in 1920 (Robertson)

Marchioness of Breadalbane at Largs in 1920 (Judges)

Marchioness of Breadalbane at Largs in 1920 (Judges)

At Arrochar around 1922 (Gilchrist)

In 1923, she donned the new livery when the Caledonian became part of the London, Midland and Scottish Railway Co., Ltd.

Marchioness of Breadalbane with her red-banded funnel in 1923-24 (Robertson)

Marchioness of Breadalbane off Keppel Pier in 1924

Marchioness of Breadalbane at Kilchattan Bay Pier with Glen Rosa in 1923

Two years later, the funnel colour was changed to the black-topped buff that she retained until she left the Clyde.

Marchioness of Breadalbane around 1930 (Adamson)

Marchioness of Breadalbane off Largs (Robertson)

Marchioness of Breadalbane leaving the Millport berth at Wemyss Bay

Marchioness of Breadalbane approaching Largs in 1924

At Largs

At Rothesay with Duchess of Fife

Until the 1934 season, she was the regular Millport steamer, and was very popular.

“Pleasure steamer breaks down. Clyde passengers’ experience—The passengers on the Clyde pleasure steamer Marchioness of Breadalbane had unexpected experience when engine trouble developed near the Cumbraes. The turbine steamer Duchess of Argyll, which was also out on an evening cruise, observed the lights of the Marchioness of Breadalbane, and at once proceeded to her assistance. At this time the latter had got on the move again, creeping slowly towards Largs. It was decided, however, that the quickest way of dealing with the situation was for the Argyll to take on board the other steamer’s passengers. Accordingly, the turbine steamer went alongside the Marchioness Breadalbane, and all the passengers were quickly transferred. The weather was fine, and except, for the delay the passengers suffered no inconvenience.”—Courier, August 3, 1927

“River Clyde difficulties—The Firth of Clyde was swept by a southerly gale and torrential rain yesterday, and the high seas caused a dislocation of the steamer services. The Marchioness of Breadalbane was 40 minutes behind time in calling at Largs on her journey to Millport, and it was not expected that the skipper would manage to make the pier, but he skilfully came alongside in the teeth of the storm, much to the relief of passengers waiting to cross to the Island of Cumbrae.”—Scotsman, January 6, 1932

“Boys rescued after boat capsizes.—Much excitement was caused on Largs front last night when a rowing boat, occupied by two Hamilton boys on holiday in Largs, got into the track of the steamer Marchioness of Breadalbane, and capsized after being struck by the paddle box . The boys were William Gordon (12), 92 Dalziel Street, Hamilton, and Robert Veich (11), Low Waters, Hamilton. Their plight was noticed by the passengers and crew of the steamer, and a rope was thrown to them, but they failed to catch it. The occupants of rowing boats and other craft in the vicinity hurried to the scene, and Neil Sproul, a holidaymaker, whose home address is 82 Appin Road, Dennistoun, Glasgow, dived to the rescue. The boy Gordon had disappeared beneath the water, but Sproul managed to catch his upraised hand. Other crews were quickly on the scene, and the three were taken ashore.”—Scotsman, August 23, 1932

Towards the end of 1933, the Caledonia was sold and Marchioness of Breadalbane was moved to the Holy Loch station.

Marchioness of Breadalbane at Cove on the Holy Loch Run (Valentine)

“Collision in Clyde.—Steamer and lighter.—Thrill for passengers.—Passengers on the Clyde paddle steamer, Marchioness of Breadalbane, had an exciting experience on Saturday night when the ship collided with the lighter Celt, off Greenock. Two men on the Celt, Donald M‘Pherson, Blackburn Street, Glasgow, and Robert O‘Hare, Crawford Street, Glasgow, received severe bruises. The Marchioness was leaving Prince’s Pier for Dunoon when her starboard paddle box struck the bow of the Celt. The force of the impact swung the Celt completely round. M‘Pherson and O‘Hare, who were in the hold at the time, were thrown violently against the side the ship. The collision occurred about 400 yards from the pier, and caused considerable excitement among the passengers of the paddle steamer. The Marchioness was able to proceed on the usual run, while the Celt put into Prince’s Pier.”—Ballymena Weekly Telegraph, March 24, 1934.

Approaching Gourock at the end of her career

Marchioness of Breadalbane was considered a bit of a disappointment on the Holy Loch as by that time, she needed a new boiler and ran with reduced speed. With the advent of the new Marchioness of Lorne, she was sold, on May 23, 1935, to the Redcliffe Shipping Co., Ltd. of Hull and used for excursions from Yarmouth and Lowestoft.

“Paddle steamer at Peterhead.—The paddle steamer Marchioness of Breadalbane, well known on the Clyde, was slightly damaged in Peterhead harbour last night. The vessel, which is on its way from Glasgow to Grimsby, had put into the harbour for coal, and while it was manoeuvring to get alongside the quay its stem came in contact with the quay. The damage, however, was only slight, and will cause no delay. It is only on rare occasions that such vessels are seen at Peterhead, and quite a number of people visited the harbour to see it.”—Aberdeen Press and Journal, June 8, 1935

“Steamer strikes pier.—Entering Lowestoft harbour last night with 400 passengers on bound after an evening cruise the pleasure steamer the Marchioness of Breadalbane struck the North Pier and was damaged about the stem. Two piles on the pier were dislodged. A number of women passengers fainted and there were some screams, but order was quickly restored as the vessel backed away. Nobody was injured. A heavy swell was running with a strong tide and the steamer made harbour successfully after several attempts.”—Birmingham Gazette, August 3, 1936

Marchioness of Breadalbane at Lowestoft

“Pleasure Steamer’s Mishap—Well known on the Humber, the pleasure steamer Marchioness of Breadalbane yesterday struck the north pier at Lowestoft when returning from a cruise with passengers on board. When the vessel arrived Hull to be overhauled for her summer’s work, the owners look many of Hull’s leading citizens for a trip down the river on board her. The Marchioness was damaged about the stem yesterday’s mishap, but none passengers was injured.”—Hull Daily Mail August 3, 1936

Marchioness of Breadalbane went to the breakers in 1937.