The development of the north bank of the Holy Loch by David Napier proved to be a successful enterprise for the new landowner. The key to this success was the accessibility of the area by the provision of a pier and steamboat connections. With the opening of the Greenock Railway, there was a new incentive to acquire coast properties with easy access to Greenock, now within an hour of Glasgow. Opportunities for feuing and the construction of villas extended eastwards from the head of the Holy Loch towards Strone Point. However, this was inconveniently distant from Kilmun Pier for discerning Glasgow businessmen, and a new pier was required to encourage growth in the area.

Although David Napier had left the area in the 1830s, he continued to respond to the needs of his feuars on the Holy Loch. The building of a pier at Strone, extending the stone quay and making it available at all states of the tide, was anticipated 1845, promising good connections with the Greenock Railway. I do not have the date when the structure was opened but it is described as the “new” pier in advertisements in April 1847.

Glasgow Herald, June 20, 1845

Glasgow Herald, June 29, 1849

When the structure was built, Napier had an agreement with the feuars to pay pier dues of twopence— a penny higher than the generally accepted rate at most other piers on the firth. However, shortly after construction was finished, the pier and its exclusive use was leased to Messrs Burns—also at the time leasees of Kilmun Pier—and they reduced the pier dues to one penny. The service provided for the railway connections did not always run smoothly.

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

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

Glasgow Herald, April 1, 1850

As he had done with the pier at Kilmun, Napier granted exclusive use of the pier to whichever steamboat owners would guarantee a service for the feuars. The lease of both Strone and Kilmun passed to Messrs Burns, the successors of the Castle Company that were associated with the service in connection with the Greenock Railway. This created some problems. A service to the Holy Loch introduced by the owners of the new steamer, Eclipse, were prevented from using the pier and had to land their passengers in small boats.

“Strone Point Quay.—The construction of piers and wharves at the various watering villages on the coast affords the newspapers occasional subject of congratulation. The exclusion of the public from the use of a quay already formed may no less fitly form matter of remark. At the Strone Point a pier has for many years existed, and a toll of one penny is exacted from each person passing along it to or from steamers. For some reason, or rather by means of some management, the steamboats of one company have a monopoly of the privilege of taking passengers to and from this quay, those using another vessel having to be embarked and landed by means of small boats. On what ground the public are thus excluded from the privilege—for it is to be observed that the public are the real sufferers in the case—we know not, nor care to enquire. The steamer whose passengers are landed by small boats is the Eclipse. On Saturday evening some of the passengers by her had evidently been fortifying themselves against the night air, and although it would be improper to say there was any danger, yet there was abundant room for anxiety to in small boat, on a dark night, with half-a-dozen persons not disposed either to take or keep their seats quietly. The same thing might happen on a blowy stormy night, and then danger would not be distant. The proprietors of the quay at Strone Point ought to make it a condition at letting, that the owners of every steamer on the station should have permission to use the quay to land and ship passengers, on his or their paying the ordinary dues. This, the public have a right to ask, and to protest against its being refused. The steamers Ardentinny and Pilot do call at the quay. We are not aware whether their owners are parties to the exclusion of the other boat; but if they are it says little for their confidence in the character of their own vessels. With good and swift boats, and by adopting suitable hours, no competition need be feared; and they can only suffer by appearing to countenance or exercise a monopoly, as nothing they may certain, will secure public support faster for any enterprise than an unhandsome opposition. In case of mistake we may say that we know nothing of the proprietors of any of the boats, nor why some are admitted to and others excluded from the quay; we simply mention the fact. They are all fast and well-appointed vessels; but we should not do our duty did we not point out what may lead to accident in the approaching dark and coarse winter nights.”—Greenock Advertiser, September 23, 1851

Glasgow Herald, September 3, 1852

On the expiration of the lease of the pier, the owners of the Eclipse took over and landing was generally available to all steamers. However, repairs were required as a series of winter storms weakened the structure. Napier resumed control but again asked the feuars to agree to a twopenny landing fee in payment for improvements. The dispute carried on for a while as the pier deteriorated. Some of the feuars organized a bid to construct a new pier and Napier’s neighbour, Campbell of Monzie who owned the land along the coast on the Loch Long side of Strone Point obtained powers to build a pier at Blairmore, just a few minutes walk from Strone.

Glasgow Herald, July 31, 1854

In December of 1854, services at Strone were withdrawn as the pier was unsafe.

“The steamer Express, which plied between Greenock and Kilmun in connection with the Caledonian Railway, was withdrawn from the station yesterday. The proprietor of Strone pier has intimated to steamboat owners that they are no longer to call there, the quay being considered unsafe. Mr Napier offers, however, in an un-signed notice in a Glasgow paper, to have the pier repaired on condition of his feuars coming under an obligation to pay 2d each time of using it instead of one penny as formerly. When the new free quay at Portenstuck is opened by Mr Campbell of Monzie, even penny may be found too high a charge at Strone to secure custom.”—Greenock Advertiser, December 5, 1854

“A new pier about to built at Blairmore, situated upon Lochlongside, and at distance of a mile or so from Strone Point. A number of feus have been taken in the neighhoorhood, and the pier will be a source of convenience to all the feuars north of Port-in-Stuck. The bank of Lochlong, from Strone to Ardentinny, is admirably adapted for marine villas, and there is no doubt that after the erection of the pier, the shore will be dotted with a goodly number.”—Greenock Advertiser, January 12, 1855

“The pier at Strone having been pronounced dangerous, the passengers to that watering place are at present landed in boats. The pier is about to be thoroughly repaired.”—Greenock Advertiser, February 13, 1855

Napier visited the area in March to see the problems for himself.

“Kilmun Piers. The Proprietor of the Shores of Kilmun, having had occasion to visit Scotland, went on board of a steamer which was advertised to call at Strone, but the Captain, not finding it convenient to go there, landed the Passengers for Kilmun at Kirn. Amoung the number were several ladies, who were obliged to walk from Kirin to Hunter’s Quay, cross the Loch in an open boat in a severe day, and afterwards walk a mile to Kilmun, carrying their parcels all the way, at an additional expense of sixpence each, in place of being landed at their own door as used to be the case in former years.

“He was also sorry to learn that steamers had not been calling at Kilmun for the last three months, nor regularly at Strone. This he will try to improve. If he cannot find parties who will run Steamers regularly during Summer and Winter as was formerly done, he will do so himself.

“In the meantime, he takes this opportunity of intimating, that he is prepared to give the exclusive privilege of landing and embarking passengers at Kilmun and Strone Piers to any proprietors of steamers who will undertake to run first-rate vessels three times a day between Glasgow and Kilmun, and twice a day, in addition to that, between Greenock and Kilmun; and once a day between Glasgow, Greenock, and Kilmun in Winter. No other Steamers will be allowed to call at those piers without permission from the parties who undertake this. For further particulars, apply to Mr. Brown, St. Thomas’s Croft, Renfrew. 8th March, 1855.”—Glasgow Herald, March 9, 1855

In early May, there was an accident to the ferry-boat that was operating in lieu of the pier.

“The quay at Strone Point not being yet repaired, passengers are obliged to have recourse to the ferry boat, thus subjecting themselves to great inconvenience, and in stormy weather to considerable danger, to avoid which many prefer walking to Kilmun to going on board the steamer at Strone. On Saturday morning, the ferry boat, in coming alongside the Rothesay Castle, went in before the paddle floats and was swamped. There were only two ferrymen on board, both of whom were rescued—one by a boat from the shore and the other by the steamer’s crew. One of them, who was considerably injured about the head by coming into contact with the floats, against which the surf drove the boat, was carried to Dunoon, where medical assistance was procured. As it was blowing hard from the southward with a heavy sea at the time the accident occurred, the steamer was within an ace of being driven ashore while the crew were engaged picking up the ferrymen. The paddles of the steamer were stopped at the time of the upsetting, which was caused by the mismanagement of the men in the boat, (one of whom was, it said, was unacquainted with ferrying,) and the heavy sea which was running. The man who was injured was yesterday in the way of recovering. Now that the coast season has commenced, the Strone Pier should be put as soon as possible at the service of the public. The proprietor may not be legally liable for any accident that may arise out of the present state of matters but it difficult to see how Mr Napier, who has been in the habit levying large imposts at the quay, can clear himself from moral responsibility.”—Greenock Advertiser, May 8, 1855

Napier gave a robust response in the Glasgow Herald, but this merely opened him to more criticism from the editor of the Greenock Advertiser. It seems clear from this and his later failed attempt to run the steamboat Kilmun, that Napier was out of touch with the feelings of the feuars on the Holy Loch.

“The Strone Pier.—To Editor of the Glasgow Herald, Renfrew, May 11. 1855. Sir,—l will thank you to publish the following answer to an article which you have inserted from the Greenock Advertiser:—About thirty years ago, when on a shooting excursion at Kilmun, which place was then in a state of nature, being inaccessible by road from all parts of the world, and only approachable from the sea by an open boat, I took a fancy to buy it, and afterwards obtained a charter from the Crown, with the speculative view that, having steamers of my own, I might turn it to account. I immediately set about making roads, a pier, an inn, and some houses; I also put a small steamer to Loch Eck, another across Lochfine, and a steam carriage on the road, which was long before travelling by steam on railways was in vogue, all of which is long since extinct, being found to be more romantic than profitable; but the heaviest all my outlays connected with the speculation was running steamers daily summer and winter—between Glasgow and Kilmun, when there was not as many passengers for years as would pay for grease to the machinery. Nevertheless, I persevered, and tempted the Duke of Richmond, then Postmaster General, to make it a post town, by offering to carry the mails free. During the time I ran the steamers myself, I never adopted that stupid mode of exacting pier duty from the passengers. I followed the London plan of charging it on the steamboat fare. Some of the proprietors of piers there clear upwards of twenty thousand pounds a year by them, and they allow no one to call at them but whom they please, and for what they please, a natural and inherent right belonging to all private property. In course of time I let the pier and exclusive privilege of the Kilmun trade; but how or when the absurd mode of charging the passengers for the pier dues commenced I cannot recollect; however, I found it so; and a requisition was handed to me by some of my principal feuars, expressing their willingness to pay twopence each time in place of one penny they were then paying, if I would extend Strone pier into deeper water, so that steamers could call at all states of the tide. I did so. Soon afterwards. Messrs Burns bought the lease of the Kilmun trade, which I had given to Messrs Henderson & M‘Kellar, and they very unwisely, without my consent, reduced the pier dues again to one penny. The pier having now for the first time for the last twenty years come into my hand, I found everything going to wreck about the place—steamers coming and going when they pleased, and none at all during the whole winter. The first thing I did, with the view of putting matters into their former healthy state, although it was not absolutely necessary for me to do so, was to require the feuars to append their names to a similar requisition to the former before I commenced to repair Strone quay, and by and by I expect to bring matters round to their former state, of the pier dues being included in the steamboat fare. Although l am legally entitled to charge whatever I please for the use my pier, or any other part of my property, I would consider that was doing that which would be morally wrong if I was depriving my feuars and tenants of a single privilege, or putting them in a worse condition in any respect whatever than what they were when they feued the land from me.—David Napier.

“[ln mentioning last week a serious accident caused by the upsetting of the ferry boat as it approached the mail steamer off Strone—whereby the lives of two men were placed in imminent jeopardy—we thought it necessary to add a word of caution to Mr David Napier as to the moral if not legal responsibility which he incurred by his prohibiting the use of the quay by passengers. The justice of our remark was borne out by its unanimous repetition by our Glasgow contemporaries, and Mr Napier has sent the above rigmarole to the Glasgow Herald, facetiously calling it an “answer” to our hint.

“Mr Napier is surely mistaken in his idea of not putting his feuars and tenants “in a worse condition,” and as to his not “depriving them of a single privilege,” when he prohibits their use of the quay, the existence which no doubt tempted them to build or buy houses on his property. How he could use his power more injuriously or arrogantly than he is doing, it would difficult to say. “Although l am legally entitled to charge whatever I please for the use of my pier or any part of my property,” yet we beg to question whether he is legally entitled to deprive his feuars of the use of the quay, or morally entitled to place in jeopardy the lives of those who must go to and come from the place. It is a high farce to hear a man talking of the “stupid mode of exacting pier duty from passengers,” and “the absurd mode of charging the passengers for the pier dues,” who is at the same time telling us that he is compelling his feuars to come under written obligation “to pay twopence each time they use his pier in place of one penny,” which, under a more liberal and judicious system, they have been lately paying.

“We have, we regret to say, to give the melancholy sequel the upsetting of the ferryboat on the occasion referred to. On Monday last the young man Adams died at Dunoon of the injuries he had received at Strone. Although for a time he progressed favourably, and despite the best medical advice he latterly got worse, and died. He was a fine well conducted young man, the only child and comfort of his aged parents. He would be heartless indeed, who could envy the individual who so manages his property as compel the public unnecessarily to employ means of transit that makes such dreadful occurrences the by no means unlikely accompaniment of every smart breeze of wind that blows on the Strone shore.

“Mr Napier boasted a week or two since in a public advertisement, that he had taken means to let the Admiralty know that his feuars had no right to erect quay at Strone for their own use, and that he alone, being owner of the land, could do so. The feuars had subscribed a considerable sum to construct a pier; but Mr Napier prevented them, and he enjoys as respectable a position as the dog did in the manger—he refuses to permit others to do what be does not himself. The use of the present quay is prohibited by Mr Napier, and his vassals, whose rights a good superior would feel himself bound to protect, suffer the penalty even as in this case of violent death. It is seldom the public are called upon to witness a more tyrannical and senseless abuse the rights of property than is to be witnessed at Strone; but if the untimely death of young Adams in the prime of early manhood do not affect the feelings of the proprietor of the shores of and Strone, he too must require pity, for it would be proof positive of what Mr Napier tells the public in more than one form in the above letter, that he “wants twopence.” It would be curious indeed if no remedy could be found for the fatal abuse of monopoly now witnessed at Strone.—Ed., G. A.]”—Greenock Advertiser, May 18, 1855.

The new pier at Blairmore was quickly made available with the result that Strone was left to languish.

“Substitute for the Strone Pier.—The new pier at Blairmore, Lochlongside (Port-in-Stuck), has been contracted for by Mr. Boyd of Paisley, and will be completed in about two months. It will cost upwards of £300, one-third of which sum has been generously contributed by Mr. Campbell of Monzie, upon whose lands it is situated. The gentlemen who have subscribed the balance are to be entitled to the benefit of the receipts of the quay for 12 years, Mr. Campbell only retaining the privilege of its use by some of his tenants free of dues. It will possess a great advantage over the quays at Kilmun and Strone, by having a break in the centre for landing and taking on board cattle, similar to that of Kim pier. When opened it will render the feuars perfectly independent of the Strone quay; indeed, as it is, steamers touch daily at Port-in-Stuck, where a commodious ferry boat has been provided for the transport of passengers, and these steamers have handsomely offered to carry any materials required for the erection of the new pier. The generous manner in which the laird of Monzie has acted in this matter has given much satisfaction to all the feuars.—Greenock Advertiser”—Glasgow Herald, May 25, 1855

It was only after Messrs Campbell, who ran the steamer Express, took over the Holy Loch trade that the animosity abated. The Campbells repaired the pier, and the structure was leased in the normal course of events. The pier dues were again reduced to one penny. For many years thereafter, the main carriers to the Holy Loch and to Strone were the steamboats of the Campbells. Their story is told in a separate article.

Glasgow Herald, March 27, 1857

There were some less serious moments at the pier.

“Fight between a Crab and a Rat.—A few days ago Glasgow gentleman, while standing on Strone pier, heard an unusual sound proceeding from below, and on looking down saw a water-rat in the claws of a large crab. The rat occasionally brought his antagonist to the surface, when the latter seemed to give him a sharper nip, as the rat no sooner got above water than he squeaked dolefully, and began to sink again. Unfortunately, victory remained with neither, for the gentleman gave crab gentle tap with his stick, when our crustaceous friend let go and sank to the bottom in a great flurry, while the rat swam to the stonework of the pier and bolted into hole.”—Lloyd’s Weeky Newspaper, May 9, 1858

The Messrs Campbell continued to provide year-round service to the Holy Loch, and the reduced pier dues at one penny proved sufficient for the upkeep. The lease of the pier was let on an annual basis, the lease money provided the owners with a profit and the resources to keep the pier in good condition. The leasee could make a profit provided there was sufficient patronage.

Glasgow Herald, January 17, 1863

“Roup of quays.—On Saturday, within the Argyll Arms Hotel, Strone, the quays at Blairmore, Strone, and Kilmun, were exposed to public roup for the year from 15th May next. There was a very large attendance, and the biddings brisk. Messrs. John Herriot & Son offered for competition the dues leviable at Blairmore Quay, at the upset price of £180, and they were taken by the present tenant, Mr. James M‘Leish, for £221. Messrs. Morrison & Sons, Glasgow, then put up Strone Quay at £65, and after frequent bids it was let to Mr. Turner, Blairmore, for £160. Kilmun Quay was offered at the upset price of £80, and also induced a brisk competition, being ultimately knocked down at £180 to Mr. Gavin Baxter, formerly tacksman of Inchinnan toll-bar.”—Glasgow Heral, April 18, 1866

Greenock Telegraph, August 23, 1866

Campbell’s steamer Vivid ran into some difficulties at the pier over the years.

“Collision at Strone Quay.—On Saturday evening, about twenty minutes past seven o’clock, as the steamer Vivid was coming into Strone pier on her trip down the loch, the steamer Nelson was crossing from Hunter’s Quay for the same purpose. They both persisted in getting first to the quay, but the Vivid managed to gain the position. The Nelson, however, was so close in, that before her force could be lessened, her bow struck the Vivid on the starboard side, forward the paddle-box, and did considerable damage. The passengers forward in the Vivid were naturally much alarmed, and a number of them ran aft, anticipating that the damage would be serious. After the collision the Nelson came alongside the Vivid, and one of her passengers, an old man, while stepping from the one steamer to the other, fell, and would have tumbled into the water had he not been caught hold of by a passenger in the Vivid.”—Greenock Telegraph, April 26, 1869

“Low tide in the Clyde.—Yesterday morning the tide was very low at Greenock, and on the steamer Chevalier, for Ardrishaig, leaving the Custom-House Quay she grounded on the bank. A raft of logs was being towed up the channel, and in avoiding them she went rather far out and took the ground. As the tide was rising she floated off in about half an hour and went on to Princes Pier, where a number of passengers were taken on board before proceeding. The steamer Vivid grounded while going into Strone Pier, but afterwards, got off. Difficulty was experienced by various river steamers in touching at coast piers.”—Glasgow Herald, March 13, 1883

There were modest attempts to encourage excursion traffic.

Greenock Telegraph, July 2, 1870

Greenock Telegram, September 3, 1870

In 1889, the goodwill of the Holy Loch trade of Messrs Campbell together with the sale of two of their steamers, Madge Wildfire and Meg Merrilies, became the property of the new Caledonian Steam Packet Company. Regular calls were made by the Caledonian steamers and those of the North British from the north bank terminus at Craigendoran. By the 1890s, the pier was again in poor repair. Perhaps a symptom was the practice of waving off a steamer if there were no waiting passengers.

“Action against the Caledonian Railway Company.—Important to coast passengers.—In the Small-Debt Court to-day, before Sheriff Begg, action was raised the instance of Hugh Buchanan, Berkhall, Bellahouston, against the Caledonian Railway Company for payment of the following account:—Oct. 18—To expense incurred in ferrying from Strone Greenock on 5th June, necessitated through your steamer Madge Wildfire having failed to call at Strone Pier on Saturday, 4th June, at 8.50 p.m., as advertised by you, £1; telegram to Bellahouston and porterage. 1s—£1 1s.

“The pursuer stated in evidence that on the day in question he went by steamer from Ardnadam to Strone on her second last run, with the intention of returning by the Madge Wildfire on her last run, and that was on the pier in good time to get on board of her, but that instead of calling at the pier she passed about thirty feet off. A friend of his waved on the captain to stop, but attention was paid to the signal.

“For the defence, the captain of the Madge Wildfire stated that on approaching Strone Pier he slowed and whistled, and that the piermaster waved him off, which meant that there were no passengers. That was a practice that was observed at all the ports of call on the Clyde. When his steamer was fifty yards past the pier he saw man near the pay-box on the pier, and holding an umbrella; but, even although the steamer had gone in to the pier, it would have been impossible for that man to be in time to get on board. In answer to the Sheriff, the captain said that he was under no obligation to obey the pier master.

“The Strone piermaster gave evidence to the effect that he had, before waving off the steamer, ascertained that no one was on the pier waiting to go on board.

“Sheriff Begg said he held proved that the pursuer had been in fault. He therefore assoilzied the defenders. Agents: Mr Edmiston (Glasgow),for pursuer; and Mr J. W. Crawford for defenders.”—Greenock Telegraph, October 26, 1892.

Services from the Glasgow and South Western Railway were added in 1893 but the complaints of the patrons of Strone rose to fever pitch.

“Kilmun has nearly all the houses unlet, the principal reason being the closing of the pier for extension, and as it is now stated that the Strone pier will be closed when the Kilmun one is opened next month the residents fear that this will have tendency to keep visitors away. They are consequently getting up petition for presentation to Mr Younger, of Benmore, asking that the improvements on Strone pier be delayed.”—Glasgow Evening Post, June 5, 1893

“Strone pier.—Strone, September 9, 1893.—Sir,—Will you let the light of public opinion fall on the present condition of Strone Pier? It is in the most disgraceful and dangerous condition in which any pier could be. The landing floor where the public embark and disembark has sunk down from the rottenness of the subjacent beams. The large cross beam on one side of the pier, which holds it together, hangs in the air attached by one end only. The longitudinal beams underneath are nearly all gone; one large cross tie rises and falls with every wave. There were numerous holes in the flooring through which a human foot could easily fall. Some of these have been covered up by bits of old packing-boxes, and some still exist. Bolts are hanging about in all directions, the beams which they ones held together having rotted away. Is it conceivable that such a state of things should exist? The steamers could not call during the recent stormy weather; the piermaster, I am told, signalled them away. The pier was perceptibly rocking, and if the steamer had called the consequences might have been disastrous.

“Now such piers pay extremely well. The neighbouring pier was erected by public subscription many years ago when the village was much smaller than Strone. The shares were £5 each. No dividend was paid for 12 years, but the shareholders had free passes, an ample equivalent. At the end of 12 years £35 was returned on each share—600 per cent. in 12 years. I was a . shareholder, and I know the facts. There is, therefore, a very ample margin of profit with which to make all reasonable repairs.

“This pier should have been thoroughly repaired a couple of years ago. Naturally it was more profitable, presuming that no accident took place, to leave it alone, and the public is endangered for the sake of adding a year or two to the life of a structure in the last stage of decrepitude.

“The neighbouring pier at Kilmun has been closed for repairs for some six months—an unconscionable time. Passengers and their luggage have been conveyed in brakes to Strone, thus adding greatly to the pier dues, and the whole summer arrangements of an important watering place have been disorganised. Is the same thing to be done next summer at Strone?

“The County Council look after our shores down to low water; their power extends to the steamers which ply in their lochs; it is their duty to look after these piers and see that the safety and convenience of the public are not wantonly disregarded.

“Property has its rights; it has also its duties. The property may be countless acres, and the proprietor may think that he owes no duties to his feuars, from whom he derives his revenues; or the owner of a single house may see no need for supplying his tenant with pure and abundant water. The County Council have to teach both the big proprietor and the little that duties are reciprocal, and that the desire of gain should not so blind them to the rights of others. Will you, by, throwing the light of public opinion on this matter, help the Argyllshire County Council to do its duty?—I am, &c., W.C.C.”—Glasgow Herald, September 12, 1893

“Strone pier.—Blairmore. September 12, 1893. Sir,—I observe a note from “W.C.C.” giving a picture of the above structure, with its present condition, also an account of its sister jetty at Blairmore, with its financial results, I had some little knowledge of the cause of such a favourable percentage, as I acted on behalf of the then tenant, Mr M‘Call, at the annual roup 30 years ago, and it was raised from £78 up to £150 in one year, occasioned by some feud with the tenant of Whistlefield, and of course the rent never came back. So much for the piers. I am more interested in the last portion of his letter, where “W.C.C.” reads a lecture to big lairds and their responsibilities and duties, and calls on you to aid the county councillors to see that even wee lairds will give their tenants pure water. This is certainly right; but will “W.C.C.” say if County Councillors overstep their duties whether they are amenable to the same law? Mr C. knows very well our Councillor has rushed on a water scheme just now for Blairmore, Strone, and Kilmun without ever consulting the people, and those questioning this step are considered troublesome people. If Mr C. is going to champion the Councilor’s cause he must inform us if this was not arbitrary treatment of the burden-bearers.—I am, &c., J.H.”—Glasgow Herald, September 14, 1893.

Strone around 1900

Paradise Bay in 1903 (Valentine)

The pier was repaired and the village of Strone thrived as a popular resort.

Strone Pier approaches around 1905 (Stengel)

Strone Pierhead (Stengel)

Strone Pierhead around 1905 (Ritchie)

Strone Post Office around 1910 (Ritchie)

Marmion at Strone Pier 

In November 1912, the whole of the sea wall at Strone was damaged in a serious storm, and the coast road had to be rebuilt.

A storm at Strone

Storm damage at Strone in 1912 (note the household waste pipes into the Holy Loch)

Storm damage and Strone Pier

Storm damage at Strone in 1912

Storm damage at Strone Church in 1912

The railway reorganization that took place in 1923 resulted in the Caledonian Steam Packet Company’s steamers taking the bulk of the calls at Strone although the London and North Eastern steamers from the north bank continued with a more limited service. The popular steamer of the day was the Caledonia until her withdrawal in 1933.

Caledonia with winter-boarding at Strone in the 1920s

Winter sports at Strone

The Holy Loch at Strone

A chat with the postman at Strone in the 1920s

By 1930, Strone Pier was again in an unsafe condition and was closed on the first of April in 1930 for repairs. The repairs were slated to take three months and involved replacing part of the wooden structure with concrete. It was reopened eventually at the end of October.

Strone Pier from the water in 1935 (Valentine)

The New Marchioness of Lorne approaching Strone in the 1930s

Strone from the Pier in 1936 (Valentine)

Blairmore Road, Strone

The new Marchioness of Lorne in 1935 revived the fortunes of the Holy Loch service and became a very popular vessel. After the second world war, losses on the Clyde services prompted moves to close some of the less busy piers. A proposal to withdraw the Holy Loch service and close the piers in January 1952 was met with public protest but the end was nearing.

Marchioness of Lorne at Strone in 1950 (Valentine)

The Holy Loch from Strone in 1953 (Valentine)

Strone Pier was closed to passenger services at the end of September 1956.