The success of the Duchess of Montrose in 1930 as a one-class cruise steamer brought forth a proposal to the L.M.S. board to build a second steamer of the same class. In the trade depression of the early 1930s, there was an incentive to take advantage of the low rates for shipbuilding on the Clyde and at the end of the 1931 season, an order was placed with Messrs Harland and Wolff, Govan. The new steamer was launched as Duchess of Hamilton on May 5, 1932.

“New steamer for Clyde Service.—Duchess of Hamilton names the ship.—Brightening the lives of city dwellers.—The Duchess of Hamilton performed the naming ceremony at the launch of the new L.M.S. steamer named after her at Messrs Harland and Wolff’s Govan Shipyard yesterday.

“The new ship, said the Duchess, was one of the hopeful signs of the future, as she was designed and built to bring to the people of towns the opportunity of visiting places of beauty. It was the love of beauty added to industry that made Scots people great.

“Launch at Govan.—Following the launch the guests were entertained to luncheon in the firm’s offices, Mr F. E. Rebbeck, chairman of Messrs Harland and Wolff, Ltd., presiding. The distinguished company included Lady Malcolm Douglas-Hamilton, Sir Harold Hartley, Sir H. Arthur Rose and Lady Rose, the Marquis of Clydesdale, Mrs M‘Credie (the Lady Provost), Sir John S. Samuel, Mr and Mrs John Craig, Mr H. P. Harland, and Mr and Mrs L. V. Dunlop.

“As a souvenir of the occasion of naming the vessel Mr Rebbeck presented the Duchess of Hamilton with a silver salver. In returning thanks, Her Grace recalled that that was not the first occasion on which she had visited Messrs Harland and Wolff’s Govan Shipyard. She had been there in 1915 or 1916, when the yard was like a busy beehive, but she did not think anyone quite regretted the passing of that time, because the tremendous industry of that period was not leading to anything progressive but rather to destruction. The new ship, on the other hand, was one of the hopeful signs of the future, because she was designed and built to bring to the thirsty souls of those who lived in towns and sordid places the opportunity of visiting the beauties of the Western Coast of Scotland. She hoped that the new ship would be one of many that would be built for that good work in the future.

“Pleasure and regret.—Mr Rebbeck, chairman of Messrs Harland and Wolff, in proposing the toast of “The Vessel and Her Owners,” said that on this occasion he had to express both pleasure and regret—pleasing in the knowledge that they had had the privilege of launching such a fine ship for such worthy owners, and regret that the launch had left them with only one boat on the stocks. In these times it was remarkable that during the last three days three of the principal yards on the upper reaches of the river had each launched a ship. The Fairfield Company had launched a destroyer on Tuesday; Messrs D. and W. Henderson and Co. had launched a ship for the Hogarth Line on Wednesday; and now this firm had launched this new ship for the London Midland and Scottish Railway Company. As there had been no announcement of orders for new tonnage for any of these three slips, the launches simply meant that there would be an addition to the total of unoccupied slips on the great river.

“Industry befogged.—This depressed situation in the industry was often referred to as a blight, but he did not like that word, because a blight killed. He preferred to think that in the present situation the industry was befogged, because after all, the figs did lift, and all that was required was a trade wind to blow the fog away—as the Duchess of Hamilton had suggested.

“Referring to the scarcity of orders for new tonnage, Mr Rebbeck said that they must highly commend the action of the L.M.S. in ordering this new vessel, and their wisdom in placing the order at a time when prices were so low. They had shown a wonderful sense of public responsibility, and their action came into the category of the Prime Minister’s slogan regarding “wise spending.” There were some, however, who seemed rather to adopt the attitude of simply sitting down and leaving economic law to right itself. They thought that if they did practically nothing even then things would right themselves, but they must appreciate the fact that that was a very slow and painful process. Those who were in a position to place orders in advance of their actual requirements should do so, in that connection, continued Mr Rebbeck, he would like to pay tribute to Messrs H. Hogarth and Sons, who had had a boat launched the previous day at Meadowside.

“Launch more ships.—Speaking of the work of the new vessel’s owners, Mr Rebbeck said that the public looked on the initials L.M.S. as the symbol of a great railway organization most efficiently run. He saw these initials everywhere he went, and he was beginning to think that they might stand for something more—for the slogan “Launch More Ships.”

“Sir Arthur Rose, a director of the L.M.S. who replied on behalf of the owners, said that his firm had to a very considerable extent followed in their own way the principles laid down by Mr Rebbeck. Undoubtedly in ordering that new ship the company had gone in advance of the ultimate obsolescence of the vessel she was to replace. His reply to certain criticisms in ordering a new ship when there were so many vessels laid up in the Gareloch was that a 10,000-ton ship was no use to them. His company required ships of a very special design. Meanwhile they were all suffering from the fog to which Mr Rebbeck had suffered, but it must be obvious, he added, that of the ships laid up in the Gareloch many would never go back into competitive service again, and the time must come when there would be a real demand for new tonnage from the owners. They must all have courage to see their business carried on up to that point. (Applause.)

“The new vessel.—The Duchess of Hamilton will be placed in commission in early July, and will replace a famous ship—the Juno—which is now being broken up. The new ship is designed as a one-class passenger steamer for river and estuary service on the Clyde, and complies with the latest Board of Trade rules and regulations. Her principal dimensions are:—Length overall, 271 feet; length, b.p., 260 feet; breadth moulded, 32 feet; depth moulded 10 feet 7 in; and draught, 7 feet 6 ins. She has three screws actuated by turbines, taking steam from a double-ended coal-fired Scotch boiler. The forced draught for the boiler, on the closed stokehold principle, is supplied by fans driven by steam engines of the enclosed forced lubricating type. The vessel is designed to have a speed of 20½ knots. In profile, she will closely resemble current Clyde turbine steamer practice, with a straight stem and graceful stern. In addition to her semi-balanced rudder aft, she is fitted with a bow rudder, which will allow her to be manœvered with the utmost ease in narrow waters. Four spacious decks are devoted to accommodation for passengers, two of which are enclosed, one partially enclosed, and the last (the shade deck) fully open. Throughout the hull and accommodation the latest and most modern ideas of design have been embodied in the Duchess of Hamilton, with the idea that this ship shall serve as a model of her kind. Considerable efforts have been made throughout the accommodation to ensure that only the most permanent materials were utilized in producing the effects aimed at.”—Glasgow Herald, May 6, 1932.

Other papers were equally enthusiastic about the new vessel

“Duchess of Hamilton—New L.M.S. Vessel Launched—What shipowners can do.— Intended to replace the famous Clyde pleasure steamer, the Juno, a new vessel, built to the order of the London Midland and Scottish Railway Company, was launched yesterday afternoon from the Govan yard of Messrs Harland & Wolff ( Ltd.). Appropriately, the launching ceremony was performed by Her Grace the Duchess of Hamilton, after whom the vessel was named. Amongst the notable company who attended the ceremony were Lady Malcolm Douglas-Hamilton, Sir Harold Hartley, Sir H. Arthur Rose and Lady Rose, the Marquess of Clydesdale, the Hon. Max Aitken, Mrs M‘Credie (the Lady Provost), and Sir John S. Samuel.

“Mr F. E. Rebbeck, chairman of the building firm, presided at a luncheon following the launch , and presented the Duchess of Hamilton with a beautiful silver salver as a memento of the occasion. In returning thanks for the gift, her Grace said that that was not her first visit to Messrs Harland & Wolff’s yard. She was there before in 1915 or 1916, when the place was like a very busy beehive, but she did not think anyone quite regretted that time, because its tremendous industry was not leading to anything progressive, but rather to destruction and end. She thought the ship which had just been launched was one of the hopeful signs of the future, because she was designed to give to the thirsty souls of those who lived in towns and sordid places the opportunity of visiting places of very great beauty.

“Order in advance.—Mr Kebbeck, in proposing the toast of “The New Vessel and Her Owners,” said he had to express both pleasure and regret at the launch of the ship. They had pleasure in the knowledge that they had had the privilege of launching such a fine ship for such worthy owners, and regret at the thought that her slipping into the water left them with only one other boat on the stocks. It was remarkable that during the last three days three of the principal yards at the head of the river had each launched one ship—Fairfield Shipbuilding and Engineering Co. on Tuesday, Messrs D. & W. Henderson on Wednesday, and Messrs Harland & Wolff on Thursday. The fact that there was no announcement of new tonnage for any of these three slips simply meant that they would be added to the total number of unoccupied slips on that great river.

“One often heard the situation of the industry referred to as a blight, continued Mr Rebbeck , but he did not like that word, because a blight killed. He preferred to think of the present situation as a case of befogging, because, after all, fogs did lift, and all that was required was a trade wind to blow the fog away. (Applause.) He would suggest that the onus of making the next move was really on the shipowners. They must highly commend the action of the London Midland and Scottish Railway Co. in their ordering of that new vessel, and their wisdom in placing the order at a time when prices were so low. He thought they had shown a wonderful sense of public responsibility. (Applause.) The action of the L.M.S. came into the category of the Prime Minister’s slogan, “Wise Spending.”

“If those who could help the conditions of trade did not help trade, and if nobody felt that they had an individual responsibility in public affairs, then it would seem to be rather the fashion simply to sit down and leave economic laws to work out their own ends. They knew that if they did practically nothing, even then things would right themselves, but they must appreciate that that was a very slow and painful process. If people were in a position to place orders in advance of their actual requirements ho thought they should do so, and he would like to pay tribute to Messrs H. Hogarth & Sons, who had had a boat launched the previous day at Meadowside. Messrs Hogarth ordered that boat in advance, because it would provide much needed employment, and because it could be got cheaply. The public looked upon the initials L.M.S. as the symbol of a great railway organisation most efficiently run. He saw these initials everywhere he went, and they burned into his brain that they might stand for a slogan—“Launch more ships.” (Applause.)

“Useless idle tonnage.—Sir Arthur Rose, who replied on behalf of the owners, suggested that the L.M.S. had to a very considerable extent followed in their own way the principles laid down by the chairman. Undoubtedly, in ordering that new ship, the Company had gone in advance of the ultimate obsolescence of the vessel she was to replace. Certain criticism had been levelled at them for their action in ordering a new ship when there were so many vessels laid up in the Gareloch, but his reply was that a 10,000-ton ship was no use to them. The L.M.S. Company required ships of a very special design. They were all suffering from that fog, but it must be obvious that of the ships that were laid up at the present time in the Gareloch, many of them would never go back into competitive service again, and there must come a time when there would be a real demand for new tonnage from the owners. They all must have courage to see their business carried on up to that point. (Applause.)

“The new vessel.—The new ship is designed as a one-class passenger steamer for river and estuary service on the Clyde, and complies with the latest Board of Trade requirements. Her principal dimensions are as follow:—Length , over all, 271 feet; length, b.p., 260 feet; breadth, moulded, 32 feet; depth moulded 10 feet 7 ins.; draught, 7 feet 6 ins. Four spacious decks are devoted to accommodation for passengers. Two of them are enclosed, one partially enclosed, and the last (the-shade deck) fully open. Ample provision has been made for the comfort of the passengers during their journeys. On the lower deck there are two tea rooms and a smoking room, while the main deck accommodation includes a spacious dining saloon and lounge. On the promenade deck there is ample seating accommodation in the open, and also in the observation there are individual seats. The propelling machinery of the Duchess of Hamilton is of a rather unusual design, with its three high speed propellers driven by direct turbines, yet it is particularly suited to the service in question. The vessel is expected to commence her duties early in July.”—Scotsman, May 6, 1932

Duchess of Hamilton achieved a most satisfactory speed of 20.65 knots on trials on June 24.

Duchess of Hamilton on trials

Captain Duncan Macnab was been appointed to command the new Clyde turbine steamer Duchess of Hamilton. The new skipper of the Duchess of Montrose was Captain Lindsay.

There were some innovations over her older sister.

“Keeping the decks clean.— Among the features of the equipment of the new L.M.S. steamer Duchess of Hamilton, which is carrying out trials on the Clyde this week, is an interesting device fitted to keep the decks clean. The manufacturers are James Howden & Co. (Ltd.), the well-known Glasgow engineering firm. The device, known as the Howden Vortex Dust Collector (Alexander Patents), is, as its name implies, a collector working on the, vortex principle, and it is possible to obtain a high efficiency of extraction of dust and grit from the funnel gases. The dust collectors are accommodated at the base of the funnel, and are such that the appearance of the funnels remains unaltered and the general arrangement of the uptakes is not interfered with. The gases from the uptakes are exhausted into the base of the dust collectors, where a swirl is imparted to the gas by means of vanes. The dust and grit pass to the periphery of the separating chamber and by way of a series of holes in the side of the separating chamber pass into the dust box and are finally collected. Separation is effected with the minimum interruption to the flow of the gases. In the ease of the S.S. Duchess of Hamilton a collector is fitted in each funnel, and has been very effective in keeping the decks free from grit.”—Scotsman, June 28, 1932

The new Duchess of Hamilton (Adamson)

Duchess of Hamilton in Rothesay Bay (Adamson)

One feature of the new Duchess was the full height main mast that gave her a more attractive profile than her elder sister and within a year of two, the Duchess of Montrose was equipped similarly.

 “Inaugural Trip on the Clyde.—Intended to ply between Ayr and a number of popular resorts on the Ayrshire coast and the Clyde, the new L.M.S. turbine steamer Duchess of Hamilion held an inaugural cruise in the Firth of Clyde yesterday. The company on board included Viscount Younger of Leckie, Sir Arthur Rose, Mr David Cooper, Mr Robert Killin, Mr William Crozier, Mr C. A. Bremner, and Mr T. H. Moffat, representing the London Midland and Scottish Railway Company, Mr F. E. Rebbeck , chairman of the shipbuilders (Harland & Wolff, Ltd.), Sir John S. Samuel, Bailie Swan, and Mr Hugh G. Cree, president of Glasgow Chamber of Commerce.

“Sir Arthur Rose presided at a luncheon held on board the vessel and replying to the toast of the “Duchess of Hamilton,” proposed by Provost Wilson, Ayr, said that the owners were confident that they were going to supply a public want to the natives of Ayrshire and the visitors to that part of the country.

“Viscount Younger proposed the health of “Our Guests” and in reply Mr Cree said that he did not think the beauties of the Clyde were properly appreciated. If the attractions of the Firth were better known there would be many more visitors to Scotland.”—Scotsman, June 29, 1932

The new Duchess (Robertson)

Just as the Duchess of Montrose was a replacement for the L.M.S paddle steamer Jupiter, the new steamer was a direct replacement for the Ayr cruising L.M.S. paddle steamer Juno. Instead of the restrictions posed by L.M.S. ownership, both new vessels were allocated to the Caledonian Steam Packet Co., so that they could sail to any part of the Firth. Both were immediately popular for excursions and excursion charters.

In her summer service, the Duchess of Hamilton was based at Ayr and typically she would sail at 10:00 a.m., calling at Troon at 10:30 a.m. and Ardrossan at 11:15 a.m., before sailing to different destinations around the Firth. Throughout the summer these destinations could be Arrochar, Inveraray, Lochgoilhead, Tighnabruaich, Campbeltown, Tarbert, round Arran, round Bute, round Ailsa Craig. A variety of evening cruises were also offered.

Making good use of the bow rudder leaving Ayr in 1933 (Valentine)

At Tighnabruaich on the return from Inveraray (Spencer)

Returning from Campbeltown at Lochranza

At Girvan

At Lochgoilhead

Chasing Duchess of Montrose through the Kyles (Spencer)

On busy Saturdays, shorter cruises were offered, often to Rothesay or the east Arran resorts. Once or twice a week calls at the Arran resorts before noon allowed cruising from the Brodick, Lamlash or Lochraza.

Returning to Ayr from an evening cruise

Off Greenock in 1935 (Feilden)

Duchess of Hamilton in 1936 (Salmon)

Cruising on the Clyde was terminated at the beginning of the second world war, and Duchess of Hamilton was requisitioned. Her main contributions were running across the North Channel, especially after the United States joined the conflict, and the build up to invasion troops training in Ulster and moving to embarkation points. In 1944, she grounded on Corsewall Point and was thereafter laid up for repair.

The post-war years saw a return to cruising, less extensive than in the pre-war years and from Gourock rather than Ayr. She appeared with a crosstrees on her main mast. The Duchess of Hamilton alternated between Inveraray and Campbeltown and before nationalization was frequently used as a relief on the Arran and Rothesay runs on busy weekends. After nationalization, the need to provide a daily sea connection with Campbeltown assumed greater importance and it was on this route that she spent most of her time with the Montrose taking care of Inveraray and other popular destinations.

Duchess of Hamilton in 1948 in Rothesay Bay (Valentine)

At Dunoon around 1950

Off Gourock (Ralston)

At Campbeltown in 1950 with Marquis of Graham (Valentine)

Duchess of Hamilton at Campbeltown in 1950 (Valentine)

Steaming up the Kilbrannan Sound in 1950 (Valentine)

Duchess of Hamilton at Lochranza (Ralston)

Leaving Lochranza Bay (Ralston)

A smoky Duchess of Hamilton off Gourock in 1953

Approaching Lochranza in 1956 (Valentine)

She was converted to oil burning in 1956.

Duchess of Hamilton in Rothesay Bay, August 26, 1957

In the early 1960s, one day was spent on Arran by the Kyles but the close association with Campbeltown continued until the Duchess of Montrose was laid up in 1964.

Duchess of Hamilton

At Fairlie

Duchess of Hamilton on July 9, 1967

Approaching Campbeltown

Duchess of Hamilton in the Kyles of Bute in 1968 (George Rankin)

In the few years she had left, she would sail to Campbeltown four days a week, Inveraray one day, Arran by the Kyles on another and the final trip was to her auld haunt Ayr where she offered an afternoon cruise for those in the Ayrshire resort. Her hull was painted monastral blue and she looked well and had undergone a significant refit. However, the end of her Clyde career came at the end of September 1970 when the new Scottish Transport Group and her hull was painted black once more. Her last service was a cruise on the Monday of the September weekend to Campbeltown. Thereafter, she was laid-up in East India Harbour to be sold to the Reo Stakis Organization at the end of 1971.

“Cruise steamer as nightclub The Firth of Clyde cruise steamer the Duchess of Hamilton is to be refitted in 1972 to become a floating night-spot and entertainment centre in Glasgow. A £300,000 plan has been announced by two Glasgow businessmen to refit the 39-year-old ship and moor her at Anderston Quay in the heart of a new business development area. The nautical theme will be retained, with bars, steak-house, function suite, ball room and cabaret stage. The steamer is likely to become a major tourist centre. No official snags are foreseen. Car parking space will be provided alongside the mooring. Conversion work will include the removal of the two funnels to make room for dancing and floor shows; they will be replaced by aluminium ones on the top deck to preserve the ship’s external look. The vessel will be ready for its new entertainment role by Spring 1972.”—The Stage, December 30, 1971

The renovation fell through and Duchess of Hamilton was towed to Troon to be broken up in April 1974.