The trade depression of the early 1930s had many consequences on Clydeside. Prolonged periods of unemployment and short-time working in the shipyards meant that shipbuilders trying to weather the economic crisis offered low prices for new construction just to keep key employees and equipment in operation. The Government of the day stepped in slowly with help for replacement tonnage and eventually also for warships.

Both railway companies had seen some benefit from the low prices. In 1930 and again in 1932, the L.M.S. Railway Company had placed orders for the turbine steamers Duchess of Montrose and Duchess of Hamilton respectively from Messrs Denny at Dumbarton and Messrs Harland and Wolf at Govan. The L.N.E.R. had gone to the Fairfield Company in Govan for the paddle-steamer Jeanie Deans in 1931, and Williamson-Buchanan Steamers had the turbine Queen Mary built by Denny in 1933. In that year, perhaps the peak-year of the depression, the L.M.S. Company placed welcome orders for two new paddle steamers, Mercury and Caledonia, of quite revolutionary design. They were replacements for two of the most popular steamers of the early 1930s, Caledonia of 1889, broken up at Barrow in 1933 after 44 years service and Mercury of 1892, also broken up at Barrow early the 1934 with 42 years of service in her wake. Although both of the old steamers ended their careers as part of the L.M.S., Caledonia, owned by the Caledonian Steam Packet Company had no restrictions on where she could sail on the Firth whereas the Mercury, as a legacy of the Glasgow and South Western Railway Company was restricted from sailing to the West of Arran calls, Kintyre and Loch Fyne. The restrictions were also transferred to the new Mercury.

The newspapers recorded the launch of the two steamers early in 1934. Mercury was first and the detailed accounts from both the Glasgow Herald and the Scotsman provide a vivid view of the conditions on the Clyde.

“First Clyde launch in 1934—New L.M.S. paddle steamer—Sir A. Kennedy on the shipbuilding outlook—Clydeside’s first launch this year took place yesterday, when the Fairfield Shipbuilding and Engineering Company, Ltd., Govan, put into the water the paddle steamer Mercury, which they have built to the order of the London Midland and Scottish Railway Company for service on the Clyde. Sir Alexander M. Kennedy, chairman and managing director of the Fairfield Company, pointed out that the Mercury was the first vessel to be launched at Fairfield in the centenary year of the firm’s existence.

“Fairfield’s Century—The naming ceremony was performed by Mrs Ballantyne, wife of Mr John Ballantyne, the L.M.S. Company’s chief officer for Scotland, and the ceremony was attended by a large number of distinguished guests. Presiding at the luncheon held in the firm’s offices Sir Alexander M. Kennedy pointed out that the Mercury was the first vessel to be launched at Fairfield in this, the firm’s hundredth year. It was in 1834 that the foundations of the business were laid. The vessel was the second to bear the name Mercury, and he thought that the company were to be congratulated on continuing the appellation. The old Mercury was engaged on the Greenock, Gourock, Wemyss Bay, Rothesay and Kyles of Bute section and was deservedly popular with the traveling public. She was built in 1892 for the Glasgow and South Western Railway Company, now merged in the L.M.S. Railway Company, and in her day was one of the smartest boats in the trade. Some of them would recall the “racing for piers” which took place in the early days of her career and in which she took a prominent part, and very often a winning part. The old ship had now been withdrawn from active service, and in the natural order of things she was being superseded by the new vessel which had been consigned to her native element. The new vessel had accommodation for 1330 passengers and crew—an increase of nearly 100 people compared with her predecessor’s accommodation. A cruiser stern had been adopted, which was something new for a paddle steamer, while the old for of paddle-box had disappeared. Altogether the new Mercury when completed would have a very smart appearance.

“Industry’s worst year—commenting on the shipbuilding outlook, Sir Alexander observed that very few shipbuilders would regret the passing of 1933. The British tonnage output for the year was 156,500, and the Clyde’s contribution thereto 56,400 tons. In both case the figures were the lowest recorded in the history of the industry, and the Clyde’s total was less than 10 per cent. of what was considered a normal yearly average. During the latter part of the year, however, some brightening of the gloom took place when inquiries became more numerous and a number of orders had been placed. While that was a matter for gratification, it could not be considered as indicative of a return to anything like normal conditions. The fact could not be overlooked that, notwithstanding the amount of work on hand and the prospective orders to be given out by the admiralty there would still be 70 to 75 per cent. of the berths in the shipyards unoccupied. It was therefore understandable that, while the unemployment figures for trade in general had fallen to something like 20 per cent., the percentage of unemployment in the shipbuilding industry was approximately 55.

“Shipowners had also found the past year the worst on record. Not only had they suffered in common with others from the depressed state of world trade, but, for some considerable time they had been struggling against grievous handicaps due to the unfair conditions created by foreign Governments in subsidizing their own nationals engaged in overseas transport. British shipowners did not ask for preferential treatment over their competitors in other countries, but claimed that the Government should take prompt steps to ensure that they were put into a position to compete on equal terms. Neither shipping nor shipbuilding would obtain to their legitimate place until that was done, and he was glad to know that the whole matter was receiving the Government’s earnest consideration. Sir Alexander then presented Mrs Ballantyne with a souvenir of the occasion of naming the ship.

“Engines—the attraction!—In replying to the toast of the “Ship and Her Owners,” Lieutenant Colonel Sir Arthur Rose, a director of the L.M.S. Railway Company, said that the new vessel marked an interesting reversal of policy on the part of the owners as regards their Clyde services. The last two ships that had been built to their account had been turbine steamers, and they were now going back to the paddle steamer. He suggested that the change was not so largely due to technical reasons as to satisfy those holiday trippers who liked to have the excuse to “inspect the engines.” (Laughter.) Referring to the industrial outlook, Sir Arthur said that the railway companies were also passing through difficult times, and indeed with the shipbuilders they were in the same boat. They were hoping, however, that there were now signs of light on the horizon.

“Welcome order—Mr G. W. Barr, deputy managing director of the Fairfield Company, in replying to the toast of “The Builders,” submitted by Sir Arthur Rose, observed that the Mercury was the first vessel to be put into the Clyde in 1934. The size of the ship compared with the capacity of their establishment was comparatively small but the order had been very welcome. The past year had been the worst in the history of the industry and of the Fairfield Company. The first vessel launched by Fairfield had been put into the water in 1851, and 1933 was the first year in the history of the company during which they had not launched a vessel. The last four years had been very trying for the industry, but despite the depression the shipbuilders had left no stone unturned by way of reorganization and research to be ready for better times. Since September, 1933, there had been an increase in the number of inquiries for tonnage, and the subsequent orders had shown that these inquiries were genuine. A large proportion of the work on hand was Admiralty work, and that would be increased in the near future by warship orders. As regards merchant work, the railway companies had been the steadiest and best customers of the shipbuilders in recent years.

“Better times ahead—Mr John Ballantyne, the L.M.S. Company’s chief officer for Scotland, in proposing the toast of the “City of Glasgow;” said that shipbuilding and the other heavy industries were going to have a much better time in 1934 and 1935 than during any period in the last four years. He had never been a super-optimist but he did not like to hear people saying that trade was going from Scotland to the South of England. As in other things there was probably a certain amount of truth in that, but notwithstanding road competition the returns of the railway companies still provided a reliable index as to the industrial position, and he was glad to say that the railway returns in the last six months had shown that Scotland was sharing in the trade improvement as much as England. (Applause.)

“The Lord Provost of Glasgow (Mr A. B. Swan), in replying, spoke of the importance of industry to the West of Scotland. Per head of population Glasgow was still the largest manufacturing centre in the United Kingdom. Although there might be an improvement in shipbuilding and associated activities, he did not see how the older industries would be able to absorb the large number of unemployed. It was, therefore, important to attract new industries to the district. As regards quality of workmanship, they had no room in Glasgow for pessimism, as the Clyde craftsmen were second to none.

“Many noted guests—Among the large company which attended the ceremony were Lord Provost A. B. Swan and Mrs Swan, Sir Douglas Brownrigg, Bt.; Sir Harold Hartley, F.R.S., Vice President of the L.M.S.; Sir Ralph G. C. Glyn, Bt.m M.P.; Viscount Youger of Leckie, Mr. S. R. Beals, Mr W Crosier, Sir John and Lady Hunter, Sir Henry and Lady Meechan, Sir David and Lady Mason, Sir John S. Samuel, Mr and Mrs W. S. Workman, Mr J. W. Macfarland, Bank of Scotland; Chief Constable P. J. Sillitoe and Mrs Sillitoe, Mr and Mrs H. H. A. Greer, Mr and Mrs John Dundas, and many others.”—Glasgow Herald, January 17, 1934

The Scotsman had a similar account.

“L.M.S. paddle steamer from Clyde Shipyard—Improved prospects. The first launch on the Clyde in 1934 took place yesterday, when the Fairfield Shipbuilding and Engineering Co. (Ltd.) Govan, put into the water the paddle steamer, Mercury,—built to the order of the London Midland and Scottish Railway Company. The launch was notable from the fact that it was the first to take place from the famous yard for nearly two years. At the subsequent luncheon, several references were made to the signs of improvement in the shipbuilding industry. The naming ceremony was performed by Mrs J. Ballantyne, wife of the Chief Officer for Scotland of the L.M.S., and at the luncheon she was presented with a handsome piece of William IV silver plate as a souvenir of the occasion.

“Sir Alexander M. Kennedy, chairman and managing director of the builders, presided, and proposed the health of the Mercury and her owners, remarking that he hoped the vessel, which was the first to be launched in his firm’s centenary year, would prove a valuable addition to the Company’s fleet of Clyde steamers. It was not easy to do justice to the merits of the owners of the vessel, said Sir Alexander. To govern and control an organisation of such magnitude demanded men of outstanding worth and ability, and he congratulated these gentlemen on the success which had attended their efforts to improve transport services in order to suit the ever-changing conditions of industry. They admired their enterprise in the building of the Royal Scot—the latest example of engineering skill—and sending her to carry the name and fame of the L.M.S. over and beyond the seas. They regretted the absence of Sir Josiah Stamp, the distinguished president of the Company, but they were pleased to welcome Sir Harold Hartley, one of the vice- presidents, and several directors.

“Gloomy record of 1933—Very few shipbuilders would regret the passing of 1933, he continued. The British output of tonnage for the year was 156,500 tons, and the Clyde’s contribution thereto was 56,400 tons. In both cases the figures recorded were the lowest in the history of the industry, and the Clyde’s total was less than 10 per cent, of what was considered a normal yearly average. During the latter part of the year, however, some brightening of the gloom took place when inquiries became more numerous, and a number of orders had been placed. As a result, the tonnage contracted for during 1933 was approximately three times that of the preceding year. While that was a matter for gratification it could not, unfortunately, be considered as indicative of a return to anything like normal conditions. The fact must not be overlooked that, notwithstanding the amount of work on hand at present, and the prospective orders to be given out shortly by the Admiralty there would still be 70 to 75 per cent. of the berths of their shipyards unoccupied. It was, therefore, understandable that, while the unemployment figures for trade in general had fallen to something like 20 per cent., the percentage of unemployment in the shipbuilding industry was approximately 55 per cent.

“Shipowners had also found the past year the worst on record for shipping. Not only had they suffered, in common with others, from the depressed state of world trade, but for some considerable time they had been struggling against grievous handicaps due to the unfair conditions created by foreign governments in subsidising their own nationals engaged in overseas transport. British shipowners asked for no preferential treatment over their competitors in other countries, but claimed that the Government should take prompt steps to compete on equal terms. Neither shipbuilding nor shipping could attain to their legitimate place until that was done and they were glad to know that the whole matter was receiving their earnest consideration.—( Applause.)

“Railway Companies’ difficulties—Sir Arthur Rose, who replied on behalf of the L.M.S., and also submitted the toast of “The Builders,” said that railway companies were having very difficult times just now, although he did not know that these were more difficult than what some shipyards were experiencing. They were all in the same boat. They had all passed through a very serious depression, and they were all hoping that there was a little light on the horizon now. Mr George W. Barr, deputy managing director of the Fairfield Company, said that when the new vessel was compared with the capacity of the establishment it might appear a small one, but the order was an extremely welcome one for the Fairfield Company. Nineteen hundred and thirtythree was much the worst year in the history of the shipbuilding industry and in the history of the Fairfield firm. Confirmation of that was in the fact that while they launched their first vessel in 1861 the year 1933 was the first in which they failed to launch a vessel. The last four years had been very trying for the industry in general. He thought it could be said however, that those of them who had been fortunate enough to maintain employment during that period had left no stone unturned to reorganise and by research, to equip themselves to give even better service than in the past when the occasion arose

“A pleasing feature—One very great and pleasing feature of the last three months, said Mr Barr, was that old friends, shipowners for whom they had the greatest possible admiration in regard to their astuteness in business, had entered the market and placed orders. That indicated that they felt they either required the new vessels now or would shortly require them. The railway companies, by their progressive policy of replacements and increases in their fleets, even although they were facing their own difficulties had been the steadiest and best customers that shipbuilders had had. He wished to congratulate them on their wisdom and foresight in that direction. Mr J. Ballantyne proposed the toast of “The Corporation of Glasgow” and said that for shipbuilding, as for the other heavy industries in the West of Scotland, there were much better times in store during 1934 and the early period of 1935 than at any time during the past four years. He did not like the references that were being made to trade and industry drifting South, although there was a certain amount of truth in that. Railway returns to-day were still a very reliable index as to how the country’s trade was going. He was very pleased to be able to tell them that, so far as railway returns were concerned during the last six months, there was just as much improvement in Scotland as in the South. The prosperity of Glasgow of the L.M.S. Clyde coast services, and of the Clyde shipbuilding industry were all linked together. Replying, Lord Provost A. B. Swan said that railway companies had been the super-optimists of the present day, and an extension of their spirit would be a good thing for the country as a whole. Mr Robert Strachan, director and engineering manager of the Fairfield Company, submitted the toast of “The Marine Department of the L.M.S.,” and Captain J . W . Harris responded.

“The new vessel.—The Mercury is intended for service on the Clyde , and her dimensions are as follows:—Length over all, 229 ft. 7 in.; length between perpendiculars, 223 ft.; breadth moulded, 30 ft.; load draft, 6 ft. 6 in. She is of 712 tons displacement. Accommodation is provided on four decks for about 1330 passengers and crew. Ample provision is made for the comfort of passengers. When completed, the vessel will have a very smart appearance, with two well-raked pole masts, single yellow and black coloured funnel, and raked stem and cruiser stern which is something new for a Clyde paddle steamer. The vessel will be propelled by paddle wheels driven by a set of three-crank diagonal reciprocating triple expansion engines. The installation of auxiliary machinery and accessories will be of the most modern type, all the pumps being independent of the main engine.”—Scotsman January 17, 1934

The trials for Mercury were conducted on February 22 and were not reported in the newspapers. Perhaps this was just as well as the new steamer was able to produce 16.86 knots, a bit below the contract speed. Nevertheless, the L.M.S. accepted her.

Mercury when new (Robertson)

The second steamer was launched from Messrs Denny’s yard at the beginning of February. Here the tone of the remarks was a little more positive as the yard had launched two ferries for the Queensferry Crossing on the Forth earlier in the week.

“New paddle-boat for Clyde—Messrs Denny’s third launch in a week—Another Caledonia.—An historic Clyde passenger steamer name is perpetuated by the launching yesterday from the Leven shipyard of Messrs William Denny and Bros., Ltd., of the paddle steamer Caledonia, which has been built to the order of the L.M.S. Railway Company. The new Caledonia which will accommodate 1300 passengers, differs from older Clyde steamers in design, and the hope was expressed by Mr Maurice Denny that the “stern critics” of Glasgow and district will reckon her “a good-looking ship” when she takes up service on the river this season.

“Critical Clydesiders—The naming ceremony was performed by Mrs J. W. Harris, wife of Captain J. W. Harris, chief maritime superintendent of the L.M.S. Railway Company, who graduated in the school of sail and is the author of several books. Mr Maurice Denny. Chairman of the builders, who presided at the luncheon, referred to the launching of two ferry-boats at the yard on Monday, and said this was not, as had been suggested, the first time that this had happened in the history of the Leven Shipyard. Within 24 hours of the two ferry-boats taking the water he received intimation that some 40 years ago two vessels were launched from the yard on the same day. But, he proceeded, three launches in one week almost certainly created a precedent. The fir had a long connection with Clyde passenger services, and their No. 1, the Loch Lomond, built in 1846, plied on the river Clyde. An investigation showed that a repeat of the Loch Lomond today, if such were possible, would cost about two and a half times what the original ship did 88 years ago. The name Caledonia had long been associated with the river, It occurred first in 1815; recurred in 1826 when the second ship to bear the name was built by William Denny; the third Caledonia was built in 1844, the fourth in 1889, and that day had seen the christening for the fifth time of a paddle-steamer to perpetuate the famous name.

“Searching critics—The Caledonia would ply on an important route, and no pains had been spared in her design and construction to fit her adequately to withstand the searching and informed criticism to which he (Mr Denny) knew she would be subjected. He questioned whether there was another people in the world who took more interest in and were better acquainted with the ships which plied on their home river than did the population of Glasgow and district. Stern critics, keenly appreciative of beauty of line and form, would compose the jury, and he was well aware that the Caledonia would have to plead for popularity in a court where the findings, if just, would be influenced by old loyalties and associations with the past. In appearance the Caledonia would differ from previous paddle steamers. Beauty in a ship or machine had been defined as “fitness for purpose,” and, judged by this criterion, he thought and hoped that the Caledonia would be found a good-looking ship, if not perhaps immediately, then certainly in a little while.

“Why a paddler?—He had often been asked the question why the Caledonia was a paddler and not a turbine. There were many good reasons for the choice of machinery. Without disparaging the turbine in the least, it was true to say that the paddler was a very handy type of ship. For 18 knots and upwards the turbine was a strong competitor for favour and ultimately became the only starter in the race. For lower speeds, however, the turbine was definitely less suitable, and while in the future Diesel or Diesel-electric, or some still more complicated system yet unknown, might attract favour, he thought the L.M.S. would have no reason to regret that the Caledonia was a paddle boat.

“Mr Denny presented Mrs Harris with a souvenir of the occasion, and she expressed her thanks when replying to the toast of the “L.M.S. and the Caledonia,” with which her name and that of Sir Arthur Rose, a director of the L.M.S., were coupled. Sir Arthur Rose said the L.M.S Railway Company had a very keen sense of the importance of the Clyde as a national asset and as a railway asset. All the developments of modern commerce had not spoiled the beauties of the Clyde, and his company believed that there were still hundreds of thousands of people in England, Scotland, and Wales who wished to see them. Mr J. M. Denny acknowledged the toast of “The Builders.” Which was proposed by Sir Arthur Rose, and gave that of “The Marine Department of the L.M.S.”

“Reason for two masts.—Captain J. W. Harris, responding, said that the Caledonia embodied all the traditional skill of a great shipyard. The comfort, well-being, and safety of the passengers had been particularly studied. As had already been stated, there were no greater enthusiasts in the world in the matter of passenger steamers than the people of Glasgow and neighbourhood. Some of them had made suggestions or complaints regarding the Mercury and the Caledonia, and one complaint was that these new ships were to be fitted with two masts whereas the last Caledonia had only one mast. Why, it was asked, should that be so? He wished it to be known that this was one of the factors which they considered added to the safety of the passengers. The Clyde steamers plying at night in the firth crossed the track of incoming and outgoing ships, and when visibility was bad it might be difficult for the officers of ships to assume correctly from one white light and one coloured light the direction a vessel was taking. In fitting a second mast in the Caledonia and the Mercury they were going to have two masthead lights, one 15 feet higher that the other, so that the moment a vessel was out of the direct line the direction in which she was heading became apparent. He wanted his critics of Clydeside to realise that a second mast was not being fitted to “carry a rainbow of flags.” Mr Maurice Denny intimated that two destroyers would be launched in the near future and that two other vessels would leave the stocks before the “Fair.”

“The Caledonia is 220 ft long by 30 ft broad by 10½ ft deep at the main deck. In outline the vessel has a cruiser stern, a single funnel, and two masts, and, while a few of the latest turbine steamers have been designed with two masts, it is believed that the Caledonia and her consort, the Mercury, will be the only two paddle-steamers on the river to be so fitted.

“A deck shelter or observation room for first-class passengers is situated in a house on the promenade deck aft, a similar shelter being fitted on the same deck forward for third-class passengers. The tops of these houses form passenger promenades. The first-class dining saloon is situated on the main deck aft, with a small lounge fitted forward of it; a similar saloon and lounge for third-class passengers being arranged forward. These rooms are paneled in polished mahogany, and have their floors covered with linotiles of artistic design. On the lower deck aft is a first-class tea-room and a smoke room. The tea-room has paneled and painted walls, while the smoke-room is paneled in light oak. The space forward on this deck is utilized for the officer’s and crew’s accommodation. The vessel has accommodation for about 1300 passengers, and will be propelled by side paddle-wheels with steel feathering floats driven by a three-crank triple-expansion diagonal surface-condensing engine running at 55 revolutions per minute, steam being supplied at a working pressure of 200 lb. per square inch. Steam is admitted to the cylinders by Andrews and Cameron’s latest design of double-opening, balanced, cam-operated slide valves.”—Glasgow Herald, February 2, 1934.

Caledonia on trials

Caledonia in 1934 (Robertson)

Caledonia showing her paces in 1934 (Adamson)

Caledonia in 1934 (Valentine)

At Tighnabruaich (Spencer)

“L.M.S. Clyde fleet—Paddle Steamer Launched at Dumbarton—Value of second mast.— The paddle steamer Caledonia—a sister ship of the Mercury, which was launched by the Fairfield Shipbuilding and Engineering Co. (Ltd.), last month was launched at Dumbarton yesterday by William Denny & Brothers (Ltd.). The vessel is for the Caledonian Steam Packet Co. (Ltd.), a subsidiary of the London Midland and Scottish Railway Company. She was named by Mrs J. W. Harris. At a luncheon held subsequently in the offices of the building company, Mr Maurice Denny said that if their two launches on Monday was not a precedent, as had been suggested, three launches in a week was almost certainly so. His firm had had a long-connection with Clyde passenger services, since their No . 1, the Loch Lomond, was built in 1845 to the order of the Dumbarton Steamboat Co., and was intended for, and did actually ply on, the River Clyde. He had recently had made an investigation, which seemed to show that a repeat of the Loch Lomond to-day—if such a thing were possible—would cost about two and a half times what the original ship cost 89 years ago. The connection of Dumbarton and of his family with the Clyde river steamers went back very much further. Records showed that in 1814 the Trusty, the fifth Clyde steamer, was built by Maclachlan & Denny in Dumbarton, the Denny being his great-grand-uncle, who was, the father of William Denny, brother of his grandfather. From that time until the foundation of the present firm in 1844 various Dennys were responsible for no fewer than 22 paddle steamers—all for Clyde passenger service.

“The Fifth Caledonia—The name Caledonia had long been associated with the river, and that day they had seen the naming for the fifth time of a paddle steamer to perpetuate the historic title. In the present century, including the Caledonia they had built ten vessels for Clyde service. All were still afloat and plying on the river with the exception of the Queen Alexandra, which was now the Princess Patricia, and in service in British Columbia. All these vessels had been turbines with the exception of the Caledonia and the Lochfyne. Two of them, at least, had been notable ships. He referred to the King Edward, the first turbine passenger steamer in the world, and the King George V., in which the possibilities of ultra-high pressure steam were first demonstrated afloat by the late Sir Charles Parsons. They were honoured in having present that day many prominent representatives of their great clients, the L.M.S. He would mention the names of Sir Arthur Rose , Mr Houldsworth , Mr Cooper , Mr Ballantyne, various other members of the Scottish staff, and Mr Mosley and Mr Wallace, from London. He wished also to mention specially the name of Captain Harris, the marine superintendent of a great organisation. A fine seaman himself, bred in the hard but man-making school of sail, he graduated by way of master to the most responsible position which he so ably filled to-day. (Applause.)

“Why a paddler?—In the Caledonia and her sister ship, Mr Denny added, the L.M.S. were adding two units to their Clyde fleet, which, he was certain, would maintain the reputation for a good service they had earned among Clyde travellers. The Caledonia would ply on an important route, and no pains had been spared in her design and construction. He questioned whether there was another people in the world who took more interest in and were better acquainted with the ships, which plied on their home river than did the population of Glasgow and district. In the design of the Caledonia, their clients and his firm had made a break with the past. In appearance the ship would differ from previous paddle boats, and, he thought, for good reasons. Beauty in a ship or in a machine had been defined as “fitness for purpose,” and, judged by that criterion, he thought and hoped that the Caledonia would be found a good-looking ship, if not perhaps immediately, then certainly in a little while. Finally, concluded Mr Denny, this question had often been put to him, “Why is the new vessel a paddler and not a turbine? There were many good reasons for the choice of machinery. Without disparaging the turbine in the least, it was true to say that the paddler was a very handy type of ship. Again, for, say, 18 knots and upwards, the turbine was a strong competitor for favour, and ultimately became the only starter in the race. For lower speeds, however, the turbine was definitely less suitable, and while in the future straight Diesel or Diesel-electric, or some still more complicated system yet unknown, might attract favour, he thought their clients had no reason to regret that the Caledonia was a paddle boat.

“The Clyde a national asset.—Responding to the toast of “Success to the new ship and her owners,” Sir Arthur Rose said that the company which he represented had a very keen sense of the importance of the Clyde as a national asset and as a railway asset. All the developments of modern commerce had failed to spoil the beauties of the Clyde. His company believed that there were still some hundreds of thousands of citizens in England, as well as Scotland, who would like to sail upon the lovely waters of the Firth. In order that they should do so in comfort it had been the ambition of his company to keep the standard of vessel which was to transport them in these waters up to the very highest level it was possible to produce. The example that had been added to their fleet that day would fully maintain the tradition they had endeavoured to live up to. In proposing the toast of “The Builders.” Sir Arthur remarked that their association had been invariably a pleasant one. Mr Jack Denny replied, and also proposed the toast of “The Marine Staff of the L.M.S.”

“Two mast headlights.—Replying, Captain J. W. Harris said that in the Caledonia had been put all the traditional skill of that great yard, plus an occasional suggestion from his own department. They had studied particularly the comfort, well-being, and safety of passengers. In that connection there were one or two points which he would like to explain, in view of the criticism which had been made regarding the shape of the Caledonia and the Mercury. One complaint which he had received was that both ships were going to be fitted with two masts. Many years ago the Caledonia had only one mast. In the matter of safety it was not the captain and officers of their own ship who would benefit from the fitting of the second mast, but the men in the other ships. At night times, Captain Harris explained, these little snips ran about the Firth of Clyde and crossed the tracks of incoming and outgoing steamers. On a night of poor visibility, it might be difficult to pick up or to assume the real direction which a vessel was taking if they saw one white light and one coloured light. In fitting the second mast, they were fitting two mast-headlights, one 15 feet higher than the other, so that the direction in which she was beading was shown not only approximately but very closely. The new vessel will carry about 1300 passengers, and is intended for river and estuary service on the Clyde.”—Scotsman, February 2, 1934.

There was clearly a negative reaction by the steamer aficionado’s to the idea of two masts on a paddle steamer, not to mention the “concealed” paddle boxes so that the profile was more reminiscent of a small turbine steamer than a paddle steamer. Caledonia completed her trial on March 27, attaining a mean speed of 17.21 knots and a reputation as the faster of the two sisters. The ships were in service for the Spring holiday weekend a few days later.

Mercury in service (Robertson)

Mercury (Adamson)

Mercury in 1934 (Valentine)

Caledonia in service in 1934 (Robertson)

Caledonia in 1934 (Adamson)

Caledonia in Rothesay Bay with a good crowd on board

In Rothesay Bay (Valentine)

Caledonia at Craigmore Pier

A cruise for the press and public dignitaries on May was the formal introduction to service of the new steamers. The superior passenger accommodation proved itself on a rather dreich day.

“Steamers, Mercury and Caledonia have been added to the Clyde coast fleet of the London Midland and Scottish Railway Company, and they went on Tuesday on a special cruise down the Clyde from Gourock, through the Kyles of Bute, to Ardlamont Point and back. The large company of about 400 guests on board the two steamers, included Sir Harold Hartley, vice-president; Sir Arthur Rose, Mr David Cooper, Mr F. H. Houldsworth, and Mr S. R. Beale, directors; Mr Ashton Davies, chief commercial manager; Mr Wm. Crozier, operating manager for the Northern Division, and Mr William Yeaman, commercial manager for the Northern Division.

“Mr John Ballantyne, chief officer in Scotland for the L.M.S., presided at luncheon, and in welcoming the guests, said they were having the opportunity of enjoying the latest additions to the Clyde fleet. He hoped the new ships—the product of L.M.S. enterprise and Clyde shipbuilding and engineering skill -—met with their approval. (Applause).

“Courage and foresight—He had no doubt that many, if not all, of them had sailed the Firth of Clyde before, but it was a pleasure which never grew stale, and had been the consistent policy of his Company to enhance the joys of going “doon the watter” by improvement in facilities, by more frequent services, and by cheapening the price. That policy had been pursued in spite of the fact that Glasgow and the West of Scotland had suffered from the economic crisis certainly as much as, if not more than, any other part of the country. In these circumstances it needed courage as well as foresight to go on building new and better ships in the face of falling traffic. Now, however, they had turned the corner, and were seeing better times ahead. The relationships between the Clyde coast resorts and the L.M.S. was close and cordial. As his Company had been improving their facilities so the coast resorts had added and improved their accommodation and their recreative and amusement facilities to such a pitch that enabled him to say there was no better holiday district than the Firth of Clyde. That fact was becoming increasingly well known. Last year, over two and three-quarter million people used the Clyde steamboat services of the L.M.S., and they looked to the Caledonia and the Mercury to substantially increase these figures in the present year. The Clyde and its environs only required to be known to be appreciated, and although the suggestion had been made recently that the railways had not helped as they might in the work of the Scottish Travel Association, that suggestion must have been made in ignorance of the facts. The Clyde coast resorts had schemes of advertising their charms, the expense of which was shared in equal parts with the railways. In addition, the railways were spending many thousands of pounds annually in advertising Scotland in other parts or the British Isles and abroad. (Applause).

“The new steamers—The Caledonia was built by William Denny and Bros. (Ltd.), Dumbarton, to replace her namesake which was withdrawn after 44 years’ service. She is to be employed on the Company’s regular and excursion services, out of Gourock, Dunoon, Wemyss Bay, Rothesay, Largs, etc. The Fairfield Shipbuilding and Engineering Company (Ltd.), Govan, built the Mercury, which replaced the veteran vessel of the same name. She will maintain the Greenock, Gourock, Dunoon, Rothesay, and Kyles of Bute service. The sister vessels, each with accommodation for 1331 passengers, will be readily recognised in the Firth, as they have a single yellow, black-topped funnel, two well-raked pole masts, a raked stem, and—an unusual feature for Clyde paddle steamer—a cruiser stern. Their speed is seventeen knots. Although drizzling rain fell throughout the sunless day, the cruise was much enjoyed by all the participants who greatly appreciated the courtesy, kindness, and hospitality extended to them by the officers of the Company.”—Falkirk Herald, May 12, 1934

Mercury heads for Tighnabruaich while Jeanie Deans passes by on her way to the Kyles (McKim)

The photograph above is one of a series of views of the Clyde dating from the 1934-35 period and was issued as a postcard by William McKim of Renton. Unemployment in the textile finishing industry in the Vale of Leven was exceptionally high and a number of those who had led industrial action earlier in the decade were blacklisted by all employers in the area and considered to be trouble makers and agitators. Willie McKim showed his sympathies by equipping a few of these men with a tent and a camera and sent them on a mission to take photographs that could be made into postcards and sold. With little training in composition, they produced some fine examples of views like this. There will be more on McKim in a future essay featuring the Clyde and Loch Lomond.

Caledonia off Tighnabruaich (Spencer)

In the Kyles (Spencer)

The new steamers proved popular. The high superstructure of the new steamers provided some difficult handling at piers in windy conditions but overall, they quickly settled down to be favourites with the public. They had plenty of space on the main deck for the loading of cars and the catwalk between the bridge and aft deckhouse could be raised to accommodate tall commercial vehicles. Mercury was mainly to be found on the Rothesay and Kyles service from Greenock while Caledonia had a more diverse existence, serving Rothesay, Millport and even the Arran ports on busy weekends. On the Millport station, she had a breakdown but was quickly repaired.

Mercury at Princes Pier

Princes Pier in 1936 (Valentine)

“Clyde steamer breakdown.—An exciting experience befell passengers on the Clyde paddle steamer Caledonia on Saturday, when the vessel developed mechanical trouble and was disabled in mid-channel while on the early afternoon run from Millport to Largs. The officials at Largs pier, observing the vessel’s plight, communicated with Gourock for another vessel to take up the run. Among the passengers were the Millport football team, who had a fixture with Largs United. A motor launch from Millport set out to the disabled steamer and took the footballers aboard, and they were landed at Largs, where the game started twenty minutes late. Other passengers were subsequently, landed by the Caledonia’s lifeboats at Millport, where they got a connection to Fairlie. The steamer Mercury from Gourock took up the run on the route, and the Caledonia, which was anchored for several hours in mid-channel, was taken to Gourock for overhaul. Rothesay passengers were stranded for hours at Wemyss Bay. They included football and shinty teams from Paisley and Glasgow, due at Rothesay for cup-ties, which had to be abandoned.”—Scotsman, November 26, 1934

In 1936, Caledonia took over the Arran by way of the Kyles service and had a further minor mishap in September that year.

“Mishap to Clyde paddle steamer.—The L.M.S., paddle steamer Caledonia met with a mishap on the journey from Greenock to Arran on Saturday. The steamer had left Tighnabruaich and was on her way to Corrie when the ring of her starboard paddle wheel broke. She proceeded at half speed to Corrie, where temporary repairs were effected after an hour’s work. Owing to the delay the Caledonia did not make the regular calls at Lamlash and Whiting Bay, but turned at Brodick. When she arrived back at Rothesay, Wemyss Bay passengers were transferred to another steamer, and the Caledonia completed her journey to Gourock, still steaming at a slow speed.”—Scotsman, September 7, 1936

Caledonia approaching Brodick (Spencer)

Caledonia leaving Whiting Bay

Caledonia in 1937 (Salmon)

Mercury in 1937 (Salmon)

Mercury also had her mishaps.

“Clyde steamer—Crash into Pier During Storm—Dunoon mishap—Considerable alarm was caused at Dunoon Pier early yesterday morning when the L.M.S. steamer Mercury, on the run from Rothesay to Gourock, crashed into the southern end of the pier and buried her bow among the piles for a distance of about 15 feet. A strong west wind was blowing, and, just as the vessel was approaching, a gust swung her stern round suddenly, and she crashed before she could be stopped. There were a few passengers on board, and about 100 were waiting on the pier, yesterday being a local holiday. These passengers, however, were waiting in a shelter, and the only person in the vicinity was Donald MacVicar, a pier porter, who was advancing to catch the rope. “I saw the boat suddenly swing.” he said, “and, realising that she was bound to crash I stopped in my advance. The bow crashed through the piles, and uprooted the decking for a considerable distance, but Captain Lindsay was able to get her clear again by reversing, and, as the boat did not appear to be greatly damaged, he was able to call and pick up passengers.” It is estimated that the damage to the pier will amount to about £1000.— Scotsman, March 3, 1938

At the end of 1938, all the existing L.M.S. Clyde fleet was transferred to the Caledonian Steam Packet Co., Ltd., with the result that the calling restrictions on Mercury were removed.

Mercury on a calm day at Dunoon

Mercury creating a fine picture off Dunoon

With the coming of war, both steamers were called up early in 1940 for conversion as minesweepers. Mercury retained her name as H.M.S. Mercury but unfortunately became a casualty to a British mine off Milford Haven on Christmas day 1940. Caledonia, as H.M.S Goatfell was later converted for anti-aircraft protection and survived the war.

Caledonia’s post-war service began in June 1946 serving Dunoon and Rothesay from Gourock and Wemyss Bay and with the remainder of the fleet went through nationalization on January 1, 1948.

Caledonia in 1947 (Ralston)

She received a wooded wheelhouse in 1948, and was converted to oil-firing in 1954. She was a versatile and most useful vessel and could be found all over the Firth, including the former L.N.E.R. base at Craigendoran where she would touch bottom if the tide was low.

Rothesay 1949

At Rothesay around 1951

Rothesay 1951 (Valentine)

Taken from Saint Columba at Rothesay in 1953

Caledonia in 1955 (Valentine)

At Clydebank for a launch in 1955 (Ralston)

At Rothesay, August 26, 1957

At Inveraray around 1960

The story of the Caledonia in the 1950s and 1960s is best left to others as my collection is sparse. I provide a collection of photographs as a tribute to a much loved steamer. I best remember her as the relief steamer for Brodick on busy Saturdays in the summer and recall on one particularly boisterous summer crossing, on reaching the comparative shelter of Brodick Bay, a young family hastily arranging their sandwiches and flasks of tea on the aft deck. One last lump of water hit the Caledonia broadside. Down into the trough she went and, with a crash, the wave hit the picnic party, drenching the whole group, and most of the others on board as well.

Caledonia in 1963

Caledonia appeared with a monastral blue hull and red lions on her funnels in 1965.

Passing Colintraive in August 1965

Approaching Craigendoran on July 2, 1968

With the coming together of the MacBrayne and Caledonian companied in 1969, she was surplus to requirements although she did spend some time on the Ardrishaig mail run that year. Later in 1969, she was sold to become a floating restaurant, Old Caledonia, on the Thames three years later. I managed to visit her there in 1977, raising visions from the past. At the end of April 1980, she was badly damaged by fire and declared a total loss.

“The Caledonian Steam Packet Co., Ltd., Iain C. MacArthur, Clyde River Steamer Club, Glasgow, 1971.