This essay on the Sunday breakers of the mid-Victorian era is a continuation of a previous posting. The photograph by George Washington Wilson below shows the Broomielaw in the late 1870s and gives a good flavor of the steamers then on the river. In the centre of the photograph is the white-funneled, Holy Loch steamer Benmore canting with ropes stretching across the river. Further down river on the left is the two-funneled Hero, and the smaller Balmoral on the right. Directly behind Balmoral can be seen the two-funneled Sunday breaker, Dunoon Castle, bow-in to the quay in front of the Royal Route saloon steamer Iona. Astern of the Iona at the quay is the Ayr saloon steamer Bonnie Doon with the Rothesay and Kyles of Bute steamers Athole, Sultana, Viceroy, in that order progressing upstream, and finally the white funnel of the Holy Loch steamer, Vesta. Only one of the steamers, Dunoon Castle, sailed on Sunday, and on Sundays the steamers would not start from the Broomielaw, but on the South side of the river at the end of the harbour. Mr Duncan Dewar entered the Sunday trade in 1877, when the Sunday sailings began in Kingston Dock.
In 1871 Mr Duncan Dewar was a 35 years old. He had been a ship’s steward for the Lochlong & Lochlomond Steamboat Co., on their Clyde steamer Chancellor and had built up a good reputation for serving his customers. He had married Janet Paterson in 1869 and was living at 71 Alexander Street in Alexandria in the Vale of Leven. The building was called Dewar’s Land indicating his ownership and he had a business as a liquor dealer. That year he embarked on a new career as a ship owner, purchasing the steamer Victory from Archibald Chalmers of Clynder. The Victory was built by Messrs Barclay, Curle & Co., Ltd., in 1863 for Captain Duncan Stewart. Captain Stewart sold the vessel the following year to the Wemyss Bay Railway Co., and she was well known on the Wemyss Bay to Rothesay service. When Messrs Gilles & Campbell took over the route she was sold to Mr Chalmers and sailed for him on the Rothesay route. The Archibald Chalmers mentioned here was a brother of the William Chalmers mentioned in the previous section of this series on Sunday breakers, in connection with the steamer Guinevere.
Victory (Alasdair Macfarlane, Evening Citizen)
The Victory had been advertised for sale in March and by public roup on April 19th but failed to meet her reserve. Duncan Dewar, however, secured the bargain and renamed the steamer Marquis of Lorne after the popular son of the Duke of Argyll, who had married Princess Louise, daughter of Queen Victoria in March of that year.
North British Daily Mail, March 13, 1871
“Steamer Offered for Sale.—The river passenger steamer Victory was exposed for sale yesterday within the Faculty Hall, Glasgow, at the upset price of £2850, but adjourned.”—Greenock Advertiser, April 20, 1871
Duncan Dewar initially placed Marquis of Lorne on the Arrochar station. He was familiar with the route and the clientele, connecting with the Loch Lomond tourist trade. He would have been in opposition to the Chancellor where he had been steward.
Glasgow Herald, May 26, 1871
Glasgow Herald, July 13, 1871
Arrochar steamer Chancellor at Blairmore (Washington Wilson)
In the following years, the Marquis of Lorne sailed to Rothesay, when an opening in the crowded schedule for that trade arose, or reverted to the Arrochar route.
North British Daily Mail, August 16, 1873
Glasgow Herald, June 20, 1874
Glasgow Herald, July 9, 1875
North British Daily Mail, May 19, 1876
North British Daily Mail, June 20, 1876
Over the years Dewar maintained a good record for management and the steamer was well run. On July 8, 1876, the Marquis of Lorne ran down the yacht Ellia when leaving Gourock Pier and holed her below the water line on the port quarter, causing her to sink in 15-20 fathoms. The yacht was owned by three brothers, William Daniel Baird, John Baird, and Lockhart Baird and they brought an action against Dewar for £300 for the yacht and fittings. Dewar had offered £100 and costs on January 11, 1877 without admitting liability but this had not been accepted—incidentally, Dewar claimed the theft of £550 from a drawer in his shop in Alexandria at this time, and the investigation suggested it was committed with inside information. However, the case by the owners of the yacht went to trial in February for the full claim asserting that the Marquis of Lorne had been sailed in a negligent and reckless manner in attempting to pass before the bow of the yacht rather than stern and that the speed of the steamer was dangerous. Dewar claimed that he had rung the bell to warn small craft that he was about to set the steamer in motion and was on the paddle-box to keep a look-out when under weigh. When he observed Ellia proceeding in a northerly direction and attempting to cross his bow, he gave orders to slow, stop and reverse the engines and that was all he could do. There was only one road out of the bay and if he had ported his helm as required, he would have collided with other yachts in the bay. Dewar further claimed that the yacht had been purchased for £90 two or three years previous and was 12-14 years old. He claimed it was not his fault and was entitled to a decree absolvitor. Lord Curriehill assessed damages at £175 but indicated that the Ellia had contributed to the accident and so awarded half the amount to the pursuers. On appeal in June on the grounds that the yacht had left her mooring before the steamer started and the rule of the road was clear, the full amount of £175 and expenses was awarded.
In 1877 Dewar saw an opportunity to join the Sunday trade with the withdrawal of the Kingstown, and he purchased a small steamer, Prince of Wales. Prince of Wales had been built by Messrs John Reid & Co., of Port Glasgow in 1845 and was 130 feet in length by 21 feet in breadth with an engine of 80 h.p. She had been engaged in the Granton to Alloa and Stirling service on the Forth until 1875 when the company went out of business and the steamers offered for sale.
North British Daily Mail, April 4, 1874
The purchasers were Captain M‘Intyre of the Hero and William Chalmers of Clynder, who took half shares for £200 each. Chalmers brought the steamer to Clyde and had her slipped and repaired at Renfrew at a cost approaching £1,000. During the 1876 season, the steamer had begun the season sailing to Arran by way of Rothesay in place of Guinevere, but later offered excursions and ran on a station to Sandbank on the Holy Loch.
North British Daily Mail, May 19, 1876
Glasgow Herald, June 10, 1876
However, Chalmers was over-extended and gave his half of the Prince of Wales to his brother Peter as security for the £200 he had borrowed to buy the vessel, when he and Captain M‘Intyre pursued ownership of the Guinevere in 1876. Chalmers was declared bankrupt in October 1876. The Prince of Wales was offered for sale and sold to Dewar.
North British Daily Mail, July 28, 1876
Sunday sailings began well in April in 1877.
“The Sunday steamer.—The Dunoon Castle began her season of Sunday trips to the Coast yesterday morning, her destination being Rothesay via Largs. She started from the entrance to Kingston Dock shortly after the appointed hour, and had on board about 200 passengers, a few being bona fide travellers, but the great proportion evidently on pleasure bent. A goodly sprinkling of well-dressed females and children were among them.”—North British Daily Mail, April 23, 1877
Agitation against the Sunday traders continued to be vocal in the local papers and there were various remedies proposed to curb the trade.
“The Sunday steamer.—It was advocated to charge much as possible for the Sunday steamer, as its passengers are very troublesome.”—Rothesay Chronicle, May 19, 1877
“At the Meeting of Harbour Trust and Town Council Monday a good many items of public importance were under consideration. At the Trust, the question of the Sunday steamer, with her somewhat unruly crowds of passengers, was pointed out. This steamer has always come to Rothesay against the expressed wish of the people, both at public meetings and at public trusts. Under the common law, she cannot stopped any more than any other steamer or sailing vessel; but certainly all means should be used that no breach of the peace be tolerated on her trips. The granting of licences to Sunday steamers, while other licences, except hotels, are strictly prohibited, is a question which deserves more public attention than it has received; and this very Clyde Sunday steamer, with her noted Sunday drinking, may properly be the means of bringing about change in the licencing laws. Another matter which created discussion at the Trust was the risk of life run by the crowds of people who hired small boats and kept in the way of steamers arriving and departing from the harbour. This is, doubtless, a thing urgently requiring a remedy, and there should be well-defined lines marked off to kept free for steamers. There is ample room and ample depth for all kinds of craft in Rothesay Bay, and, with proper arrangements, no difficulty should be met with.”—Rothesay Chronicle, May 19, 1877
Glasgow Herald, May 26, 1877
A new steamer reappeared on the Clyde after a period on Lough Foyle. Her owner was in fact a Mr Iron from Clynder and her initial season saw her sailing from Glasgow to the Gareloch.
“Steamboat Sale.—Mr Ireland, Helensburgh, has purchased the river passenger steamer Lough Foyle for £950. It is intended to run her on the Glasgow and Arrochar route. The Lough Foyle was well known the Clyde several years since as the Loch Goil.”—Greenock Telegraph, April 4, 1877
Glasgow Herald, May 26, 1877
The Prince of Wales appeared in June, taking up the two sailings to Greenock and Gourock that the Kingstown had maintained the previous year.
North British Daily Mail, June 25, 1877
North British Daily Mail, June 25, 1877
“Sunday steamers.—Another steamer, the Prince of Wales, began plying yesterday from Glasgow to Greenock and Gourock, calling at the intermediate ports. She made two tuns, the first to Greenock only and the second to Gourock, starting from the entrance to Kingston Dock. Very few passengers went with the morning trip, but she carried a considerable number in the afternoon.”—North British Daily Mail, June 25, 1877
North British Daily Mail, July 25, 1877
It would appear that Captain Dewar had neglected to make proper provision for the retaining the services of a river pilot for the Sunday trade in August.
“Sunday sailing without a licensed pilot.—At the Marine Police Court yesterday—before Bailie Thomson—Duncan Dewar, master or person in charge of the steamer Prince of Wales, was brought up and charged with having, on Sunday, 22nd ult., navigated or piloted, or attempted to navigate or pilot, his vessel in the river, in contravention of the 136th section of the Clyde Navigation Consolidation Act, 1858.
“Joseph Evans. assistant harbour-master, was called, and deponed that he was on duty at the quay on Sunday the 22d July, attending to the arrival and departure of steamers. He was present at the first sailing of the Prince of Wales, and saw that Mr Dewar and Mr M‘Dermid were on the paddle-boxes, and that the former used the knocker for the purpose of having the vessel moved. On the return of the stearmer, Mr Dewar was still there, and gave the instructions by the knocker to the engineer, and it was the same at the subsequent sailing. Cross-examined—He gave no information to the police in regard to the matter. Accused was at the knocker, and that was generally the position occupied by the master or pilot.
“Sergeant M‘Neil saw the accused on the paddle-boxes, but did not observe any pilot on board at all. Sergeant Johnston distinctly noticed Dewar signalling to the engineer, and was evidently taking charge and giving instructions. He saw no other person in charge, and Dewar was acting in the capacity of master. James M‘Farlane, pilot-master, stated that accused was not a licensed pilot, and had never been licensed, not having stood the examination. It was the habit when the regular pilot of a steamer was away to allow any other pilot who had a certificate to go with her. He heard that accused had been sailing as a pilot without a license, and had warned him. As Dewar did not take out a certificate he spoke to the Superintendent of the Police about the matter. Dewar had taken out certificates for Fletcher and Kennedy, but had not one himself.
“Joseph Evans and the two police-sergeants were recalled, and all gave further evidence to the effect that Dewar was in charge of the vessel when they saw her, and that they observed no pilot on board. Arch. M‘Dermid testified to having gone down the river on the steamer, and that Dewar was navigating her. Neither Mr Kennedy nor any other licensed pilot was on board. He had gone at Dewar’s request to see if he (witness) could get a certificate, and was told he would, but it was not taken out. This was all the evidence for the prosecution, and there being no witnesses for the defence, the Court was briefly addressed by Mr M‘Arthur on behalf of accused.
“Bailie Thomson held that it was quite plain that there had been no licensed pilot on board, and that Dewar was the party in charge of the vessel. Accused had been cautioned about the matter, and yet on the week following he repeated the offence. The charge, the Bailie considered, had been proven quite clearly, and he would therefore have to impose a fine of two guineas, with the alternative of 14 days’ imprisonment. The fine was paid.”—Glasgow Herald, August 11, 1877
“The Sunday steamer again.—(From our Glasgow correspondent)—Glasgow, Friday. Duncan Dewar and John Strachan, the former master and the latter pilot of the Sunday steamer Prince of Wales, were this forenoon convicted at Glasgow navigating the steamer between Greenock and Glasgow without a licensed pilot on board. They were each fined £3 3s, or fourteen days’ imprisonment. Dewar “protested” against the judgement.”—Greenock Telegraph, August 24, 1877
The season extended into September and beyond.
“Sunday travellers at Greenock.—The fine weather yesterday was hugely taken advantage of by the Glasgow folks, many of whom went down the Clyde in the Sunday steamers. A large number of the passengers got off at Greenock. Owing to the crowded state of the boats on the return journey, a good many of those who came off at Greenock were unable to get on board, and they had either to find lodgings in town, or make their way home the best way they could.”—Greenock Advertiser, September 24, 1877
Although there had been no newsworthy trouble on the steamers, the authorities were marshaling to limit the amount of drinking that was allowed on board.
“The Sunday steamers.—At the Glasgow Town Council Meeting on Thursday the Town-Clerk read a memorial from the Sixteenth Municipal Ward Committee, setting forth that the memorialists have learned with regret that the steamers which ply on the Clyde on Sundays are merely floating public-houses, that every place board—cabin, saloon, deck—is given up to the sale and consumption of intoxicating liquors, and that the solicitation for orders by waiters on board is the rule and not the exception; that in the opinion the committee such conduct should not, in the interests common decency and of the passengers themselves, be permitted. The petitioners therefore prayed the Council to take such as shall effectually abate this gross and growing evil, so that in future the solicitation to excessive drinking on board, and the scenes of drunken disorder so common on the arrival of these steamers at the quays on Sabbath evenings, may cease. The Lord Provost moved that the petition be remitted to the magistrates. At the same time, he thought it right to state that there was no drink sold on board those steamers within the harbour Glasgow, or within the municipality. If drink was sold, it was sold outside the bounds of the city. The magistrates would, of course, consider whether they could control such matters.—the motion was agreed to.”—Rothesay Chronicle, October 6, 1877
Duncan Dewar continued his sailings into the winter months.
North British Daily Mail, November 23, 1877
It becomes quite clear there Duncan Dewar was a difficult character, and one who would work any arrangement to his own advantage.
“Evidence was led yesterday in an action at the instance of Duncan Dewar, steamboat owner, residing at Alexandria, against Alexander Gillies, commission agent, Broomielaw; James Scott, steamboat clerk, Broomielaw; and Archibald M‘Diarmid, river pilot, Robertson Street, jointly and severally, for the sum of £20, being the hire of a steamer chartered from the pursuer by the defenders. The summons sets forth that the defenders engaged the steamer Prince of Wales, belonging to the pursuer, for an excursion party from Glasgow to Largs. M‘Diarmid’s defence is that his only connection with the matter was his giving to the pursuer a message from the other defenders; Scott avers that he acted solely as agent for the pursuer, and Ellis states that being asked by a party of excursionists to engage a steamer for them; it was arranged with pursuer through the defender Scott that he should give for the trip the steamer Marquis of Lorne, but that he substituted the Prince of Wales, a smaller vessel, which was used under protest. It appeared that pursuer had been offered £14, but refused to accept less than the stipulated £20. Evidence having been led, the case was adjourned.”—North British Daily Mail, December 19, 1877
The new year was a pivotal one for public opinion. The competition that Duncan Dewar had brought to the Sunday trade had had an impact. The season opened with the Dunoon Castle sailing to Rothesay. The Prince of Wales was missing until May as Henry Sharp had purchased her from Dewar.
“The Glasgow Sunday steamer.—The Dunoon Castle made her first run for the season yesterday with a large number of passengers, many of whom landed at Greenock, and others went to Rothesay.”—Greenock Advertiser, April 15, 1878
“Gourock.—The Sunday steamer.—The steamer Prince of Wales did not make the usual trip down the river yesterday, having been sold the latter end of last week to Mr Henry Sharp, the owner of the Dunoon Castle. The Prince of Wales is to be put on the Sunday sailing next week, making two trips in the day between Glasgow and Gourock.”—Greenock Advertiser, May 13, 1878
Glasgow Herald, May 20, 1878
Both steamers sailed on public excursions on Saturday afternoon.
North British Daily Mail, May 25, 1878
Dewar began employing the Marquis of Lorne in Sunday sailing in June, leaving Kingston Dock at 10 a.m., half-an-hour before Dunoon Castle. Unlike Dunoon Castle, she did not call at Largs and returned from Rothesay at an earlier hour. During the week, she continued to sail to Rothesay from the Broomielaw at 10:20 a.m. returning at 3:15 p.m.
Glasgow Herald, June 1, 1878
Glasgow Herald, June 1, 1878
Marquis of Lorne loading at the Broomielaw (Washington Wilson)
“The Sunday steamers.—The steamer, Marquis of Lorne, commenced to ply between Glasgow and Rothesay yesterday for the “season.” She called at Greenock and had a good many passengers aboard. Gourock was visited by no less than three Sunday steamers yesterday, viz.—the Marquis of Lorne, the Prince of Wales, and Dunoon Castle. None of them landed any great number passengers.”—Greenock Telegraph, June 3, 1878
The Glasgow Fair was particularly busy with the appearance of the new Columba in her first season.
North British Daily Mail, July 13 1878
“Greenock.—All the river steamers calling at Greenock on Saturday were crowded with passengers, and apparently more people went to the coast this year than at any former Fair. The Lord of the Isles, the Iona, and other favourite steamers had all their full complement of passengers, but it may safely be said that the largest number of people ever accommodated in a river steamer was carried by the Columba, which was literally “crammed” from stem to stern. A number of the excursionists, as might be expected, indulged pretty freely, but the general conduct of the whole is highly spoken of by the preservers of order. In the evening all the stations in Greenock were very busy, but the whole of the people were sent off to the city without any mishap occurring. The Sunday steamers were all heavily freighted yesterday
“Gourock.—This favourite resort of excursionists during the Glasgow holidays was very busy on Saturday, every steamer landing large numbers of visitors, who enjoyed themselves in rambling in about the neighbourhood, the youthful portion patronising small-boats or taking a swim. Many seemed to have no desire for anything further than a sleep on the grass, and numbers, over-come by heat or the national beverage, slumbered soundly on the Tower hill. All the visitors were very well behaved, no serious brawls or disturbances taking place. A couple of pick-pockets who tried to relieve an excursionist of his watch were arrested and locked up. Yesterday the Sunday steamers brought down a great many people, most of whom left again in the evening.”—Glasgow Herald, July 15, 1878
On the last week-end of the Fair, the noted fundamentalist Baptist minister, Charles Spurgeon visited Rothesay and attracted large crowds to hear him preach. A good number of the visitors travelled by the Sunday steamer to hear Spurgeon and whether it was the increased sensibility of the non-regular Sunday trippers or just a typical display of the worst in human nature aboard the steamer Dunoon Castle, the negative publicity created a huge backlash. The application of the “Glasgow Kiss” was in no short supply.
“Disgraceful rioting on board a Sunday steamer.—The river steamer Dunoon Castle was yesterday the scene of most disgraceful disturbance. It seems that the number of passengers on board, thanks to the fine weather, was quite as large as usual. A good few, it was apparent, had taken the “outing’’ for the purpose of hearing Mr Spurgeon preaching at Rothesay in the evening, or for spending the day in some such rational manner, but equally apparent was the fact that there was a larger contingent than usual of the “rougher” class of the citizens. All appears to have gone well enough on the journey from Glasgow to Rothesay. It was on the return trip to the Broomielaw that the riotous proceedings occurred. Before Gourock was reached the drink, which was being unstintedly supplied below, began to show its effects amongst some young men in the steerage. Acrimonious language was used, and from words it came to blows, the result being that all the way up the river the deck of the vessel was the scene “free fight.” The captain, ticket-collector, and others did what they could to pacify the pugilists, but without avail. On the arrival of the steamer at the Bridge Wharf, the state of matters board is described as having been “simply shocking”—young men, staggering about both in the steerage and cabin in all stages of intoxication, using foul language, and each fighting with the other. A large number of police constables of the Marine division at once boarded the steamer, and succeeded in apprehending James and Thomas Munells, William Keith, and James Adams. These four men are said have been ringleaders in the fighting, and they will this morning be placed at the bar of the Police Court on a charge of quarrelling and fighting with each other. An eye-witness states that it is difficult to say how the disorder originated. Drink, however, was the bottom of the whole of it. One young fellow would go forward to another, and, after shaking him by the hand, apparently in friendly way, would, without the slightest provocation, deal him a severe blow on the face, or a kick, which would send him reeling backwards. If any one ventured to interfere with the view of restoring peace he was severely maltreated for his pains, and as often as not was embroiled in the ever-increasing scrimmage. In this way it was nothing unusual to see about a dozen roughs rolling on the top of each other, and dealing out blows right and left in the most brutal fashion. A little blood was drawn, but it is surprising in the circumstances that the combatants were not more seriously injured. At first the rioting was confined to the steerage, but as the supply of drink was not stopped, it latterly extended to the cabin also. Everybody who desired to keep clear of the disturbance had to give the fighters a wide berth, and even with the widest berth possible no one was safe from attack. At least half-a-dozen hats were knocked from the heads of their owners into the river, and one unoffending old man was dragged in amongst the rioters and severely assaulted. The master of the steamer, by threats and otherwise, tried bring about tranquility, and with this object in view he several times slackened speed. All, however, was of no effect, and it was not until the four men had been apprehended at the Bridge Wharf that the scandalous ongoings were brought to a termination.”—Glasgow Herald, July 29, 1878
“Rioting on board of a Sunday steamer.—At the Glasgow Marine Police Court yesterday, James Murrell, Thos. Murrell, basket-makers, Rothesay, William Keith, basket-maker, Glasgow, and James Adams, sailor, were charged with rioting board the steamer Dunoon Castle whilst she was coming up to Glasgow on Sunday evening. The evidence showed that most disgraceful fighting took place on board, and that it was due to the men getting drink in the steamer. The Magistrate strongly commented on the serious nature of the case, and fined three of the men three guineas each, and another one guinea.”—Greenock Telegraph, July 30, 1878
The local authorities were forced to take a strong course of action.
“The Clyde Sunday steamers.—The sale of intoxicating liquor.—At the Glasgow Town Council yesterday, the sale intoxicating liquors on the Clyde steamers gave rise to an animated discussion, each member deploring the scenes which occur, not only on Sunday, but too frequently amongst week-day excursion parties down the river. The minute of the Magistrates was adopted, namely, to make representations to the Home Secretary and to the Commissioners of Excise to direct attention to the necessity for alteration in the existing law, to enable the authorities to put a stop these disgraceful scenes.”—Greenock Telegraph, August 6, 1878
Letters to the editors of the daily papers were also vocal on the topic.
“The Sunday breakers.—Sir,—l notice your issue of yesterday that the Glasgow Town Council, having been aroused by the late—and might I not say ever-occurring—disgraceful scenes on board the Sunday breaker, as it is commonly called, have resolved to make representations to the Home Secretary and the Commissioners of Excise of these shameful scenes so that they might have power stop such conduct. I think it is high time something was done in this direction, and I also think that Greenock, a port at which this floating public-house is allowed to call on Sundays, should also through its Town Council lift up its voice against this Sabbath desecration, and thus strengthen the hands of the Glasgow people in this laudable and much desired object; and I might also be allowed to suggest that if Rothesay were following a similar course it might the more easily convince the powers that there is indeed something seriously wrong in giving licences to Sunday steamers.—l am, Sir, yours, &c., D. 7th August, 1878.”—Greenock Telegraph, August 9, 1878
“Sunday liquor traffic.—It we forbid the publican on shore to sell his liquors on the first day of the week, it is only fair that he should be hindered from defying the spirit of the law by hiring a floating shop, and involving the City in those unseemly disturbances which are now weekly being witnessed as the Sunday steamers discharge their drink-maddened passengers. It would be a simple solution of the difficulty if the laws which regulate the public-houses were extended to those steamers which ply their traffic on the River and the Frith. To ask more than this will probably end in obtaining nothing at all.—News.”—Greenock Telegraph, August 10, 1878
The Glasgow Herald brought out a leader on the subject on its editorial page. It is interesting in that it probes the root causes of the problem, pointing out its particularly Scottish origin.
“Those who have been talking so loudly during the last few days about the disgraceful scenes on board the Sunday steamer have evidently very little notion of what ought to be done to put a stop to them. A number of suggestions have been made varying in strength from an appeal to the finer feelings of the owners of the boat with the view of inducing them to keep better order, to an appeal to the Excise authorities not to allow the sale of drink on board, so that the invariable cause of disorder may be removed. In all such cases it is well to get hold of the facts, and there can be little doubt that we are right about them here. The “Sabbath breaker” for a time keeps to a certain dead level of iniquity which does not require to be dealt with by the strong arm of the law, and is left to the, as yet, unavailing efforts of the religious and moral forces. But by-and-by a time comes when sin kicks over the traces and indulges in such cantrips that prayer and denunciation have to give way to such secular agencies as fines and costs with the option of imprisonment. We all know what the cause is: it is the drink supplied on board the steamer. A great many of those who travel by it take either very little or none at all; but there are some who take a great deal more than is good either for themselves or for others. Most of the passengers go for pleasure; a few are made to join then by necessity. “Pleasure” takes a number of forms according to taste, and, while we hope the attractions of pure air and fine scenery are not matters of indifference to the majority, it is certain that to not a few there is no effort of nature to be compared with alcohol. As a rule in such cases, its worst effects are seen in those who cannot land at the Glasgow quay without assistance. But at times the evil seed falls upon other ground, and then we find such a crop of assaults as was reaped the other day in the River Bailie Court.
“It is clear enough that this drunkenness, whether of the stupidly-sodden or the fiery-fighting order, might be got rid of either by stopping the liquor altogether or by stopping its indefinite supply. As we have said, it has been proposed to ask the Excise not to grant the facilities for the sale of drink on board this steamer. Here may be seen a mistaken notion of the nature and functions of this department of Government. The Excise do not and cannot regard the sale of liquor from a moral point of view. If they were to be guided by the results of their sanctions they would never be out of difficulties. If they were to listen to the appeals of philanthropists they would never be able to do anything. It is not for them to make distinctions between days or places. The steamer that asks for a license for Sundays is on the same footing as that which seeks it for week days. They must grant licenses to steamers which ply on the Clyde as well as to those which ply on the Thames. It is not for them to weigh the gravity of the moral or legal offence of drunkenness under these different circumstances. No power to deal with drunkenness lies with them at all; it is all the same to them on Thames and Clyde, on Saturday and Sunday. There is more hope in the suggestion made elsewhere that owners of the steamer should be invited to keep better order on board. It would be too much to expect that they will give up the sale of liquor altogether. The lucre which they make by it may be filthy; but there is an attraction about that form of filthiness which is not confined to Sunday boats. There is, however, no reason why they should week by week land a number of helpless sots or alcoholic madmen at various points of the river. It is as easy in the floating as in the stationary “public” to tell when a man has “had as much as is good for him.” Nothing can be clearer than that little attempt is made on the steamer to discover the line which separates drunkenness partial from drunkenness complete.
“For all this, the evil lies a great deal deeper. Why do these Sunday travellers take such a great quantity of liquor? Simply because they belong to a class who like the liquor, and are not at all afraid of its effects. Many of them, as we have said, take little of it or none at all. They go by the steamer because they want some rational enjoyment, or because they are forced by circumstances. They are disgusted with the company in which they find themselves. They feel that a certain disgrace attaches to such a position. They do not like to be eyed by the crowds that assemble on Sunday evenings to watch the “drunkies” as they land at the Broomielaw. They do not feel easy under the glare of the policemen who have been all day within the sphere of the city’s sacred calm. As for the “drunkies” themselves, they care not a jot for inspection by the law or reprehension by morality. They are under ban for “Sabbath-breaking,” and all they want is to make the “Sabbath-breaking” as complete as possible. They will fight or they will fall, it all depends on their natures and the quantity they have taken; but they must have their fill of degradation. We know the immediate, but what is the remote, cause of this deplorable state of things? It exists only on the Clyde. It is not to be seen in any other place in the country where there is Sunday sailing. It is wholly unknown on the Continent where there is abundance of out-of-door life of all kinds on Sunday. There is in fact no such thing where the moral tone and the social customs do not make it an offence to go outside a certain narrow expanse of gloom on the day which was made for man. As a race, the Scotch have always loved to extend the area of moral prohibition and curtail the range of rational enjoyment. Our river is full of craft which must lie at their moorings; on each side there are railways on which no sign of life is permitted, because we choose to make it an offence to go out of the hearing of the Sabbath bells even if we do not keep within hearing of the Sabbath sermons. Once a week for us, our friends, though almost within hail, are as far off as if they were in Cathay; for us, the glorious scenery which lies at our doors might be wrapped in brown holland. We make the sin and put the sinner under the ban. Is it any wonder that the sinner should, if he must be condemned, resolve to do something worthy of condemnation? Remove the ban; let it no longer be an offence to take the road, the rail, or the steamer; allow the respectable to do with safety that which is now done at all hazards by the disreputable, and there will soon be little Sunday drinking to complain of. We have made our phylacteries too broad, and we must take the consequences of some amongst us being scrimp of cloth.”—Glasgow Herald, August 9, 1878
The aftershocks were felt well into August.
“Sunday steamers.—The Clyde Trustees have had their attention drawn to the increasing number of collisions the river and the scenes recently witnessed board the Sunday steamer. In reference to the first matter, suggestions have been made that greater powers should given to piermasters, and that a new bye-law should be framed. The second question was remitted to the Law Committee, with the view of communicating with the owner of the Sunday steamer.”—Paisley Gazette, August 10, 1878
“The rioting on river steamers.—Your correspondent in to-day’s Herald, signed “W.C.,” occupies nearly a whole column of your valuable space with, to my mind, a very sense-less letter on the above subject, and deduces conclusions which are at entire variance with his own propositions and observations. For instance, as a cure to the rowdyism on board the Sunday steamers, he suggests that one of them should be run as a temperance steamer without drink; and then he gives his own experience in a trip he had lately. He says:—“We had not yet got clear of the sweet smelling Kelvin ere many of our female passengers began to overhaul their bags and baskets in search of the irrepressible black bottle, which, having found, they took a long, hearty swig of the contents, and handed it round to their neighbours, which was continued during the down and up trips.” Now, supposing that this questionable cure for intemperance which he proposes—viz., a boat without the drink—had been provided, I would like to ask him the question; What difference would there have been in the conduct of the passengers with the “black bottle in their bags?” in fact, his whole letter is full of complete non-sense. From all that I have seen, it cannot be denied that those who are disposed to have a sail or a day’s outing, along with some of the “hard stuff,” will obtain it on board, or take it with them, as the passengers “W.C.” saw had apparently done, and had not obtained it on the steamer.—I am, &c., J.M., Jr.”—Glasgow Herald, August 17, 1878
In the meantime, the Sunday sailing continued unabated, with the more mundane problems associated with aging and poorly maintained vessels.
Glasgow Herald, September 6, 1878
“Accident to a Sunday steamer.—Yesterday, at 1.30 p.m., the steamer Prince of Wales left Kingston Dock, Glasgow, on her second Sunday trip for Gourock. Just as she reached Bowling at 3.30 p.m. it was announced to the passengers that she could not proceed further for a short time at present. The lower plates of her boiler had given way, and steam was escaping in volumes into the engine-room and stokehole. The chief engineer, Wm. M‘Kellar, made his way into the stokehole with the view remedying what was wrong, but he was severely scalded on the feet and ankles, and had to be removed to the waiting-room at Bowling Pier, where medical assistance was procured. When the Marquis of Lorne came up the river a number of the passengers went back to Glasgow with her. Those who remained came with the Dunoon Castle, which reached Bowling at 7.30 p.m. Several passengers who were bound for Dumbarton had to take the road, many for Greenock and Gourock had no alternative but return to Glasgow.”—Greenock Telegraph, September 2, 1878
“Rothesay—The Sunday steamer.—The Magistrates and Council, at their meeting yesterday, unanimously agreed, in view of the intoxicated people who are landed at Rothesay from the Sunday steamer, to join with the Magistrates of Glasgow, Greenock, and other towns in making representation to the Board of Trade anent the licenses on board these steamers, in the hope that they may be withdrawn.”—Greenock Advertiser, September 10, 1878
Glasgow Herald, October 5, 1878
“Gourock—The Sunday steamers.—The steamer Dunoon Castle yesterday made her last Sunday trip for the season. About score of passengers landed on the down trip. Mr Sharp, the owner of the Sunday steamers, intends to run the Prince of Wales during the whole of the winter. This will be the first year of the Sunday steamer plying after the Glasgow autumn Fast Day.”—Greenock Advertiser, October 21, 1878
Late in the year Duncan Dewar was sued by his brother Donald Dewar from whom he had borrowed money to purchase the Prince of Wales and there was a balance of £348 10s. that was due. The two brothers had agreed they would be co-owners and the purchase price of £960 was advanced by Donald Dewar who contributed £500 and Archibald Cameron, a spirit merchant from Cheapside Street, Glasgow put in the remainder. Cameron had been paid but Duncan Dewar had refused to repay his brother even thought steamer had been sold at a good profit. Duncan Dewar maintained that the had employed his brother as steward both on the Chancellor and the Marquis of Lorne and had allowed him to keep the proceeds of the drink sold for a season so that his brother really owed him, rather than the other way around. A settlement was arranged.
Dewar, it would appear, had some character flaws.
The following year, the Prince of Wales was sold to Russian interests.
“Change of Name.—The well-known river steamer Prince of Wales, which plied for some time on the Sundays during summer to Gourock, having been purchased by Russian firm, has had her name changed to that of Count Skobeleff, the hero of the Green Hill at Plevna, in the late war. She took on board 100 tons of coal yesterday at the Mineral Terminus, and afterwards was taken up to the south side of the Broomlelaw to receive her stores, &c., She is intended sail on Tuesday first for the Baltic.”—Glasgow Evening Citizen, April 19, 1879
The two remaining Sunday steamers sailed as usual in 1879 and there appeared to be fewer incidents, crowds being much better behaved.
“Sunday steamer.—Yesterday, the steamer Dunoon Castle resumed sailing on Sunday for the season, and notwithstanding the inclement character of the weather she was well freighted with passengers.”—Glasgow Herald, April 14, 1879
Glasgow Herald, June 7, 1879
“Rescue from drowning.—Yesterday afternoon, shortly before the Dunoon Castle left Rothesay Pier for Glasgow, a little boy, son of a visitor to the island of Bute, fell over the Esplanade into the water. The tide was full at the time, and matters looked somewhat alarming, when one of passengers by the Sunday steamer threw off his coat, plunged to the youngster’s rescue, and succeeded in landing him safely on shore.”—Glasgow Evening Citizen, June 23, 1879
“Sunday steamers.—The Sunday steamers were not so well patronised yesterday. Only a few of the excursionists came ashore at Gourock.”—Greenock Advertiser, July 14, 1879
Dunoon Castle racing the new Edinburgh Castle off Gourock in 1879 (Robertson)
“Sunday steamers.—These boats were pretty well filled yesterday. The general behaviour of those who landed at Gourock was good.”—Greenock Advertiser, August 4, 1879
“Sunday steamers.—Both steamers were well patronised yesterday, and several respectable-like people were landed at Gourock, the most of whom at once betook themselves to the hill in the rear of Gourock, seeking enjoyment and pure air, instead of dissipation. As a consequence there was not a single individual who left Gourock by boat the worse of liquor.”—Greenock Advertiser, August 11, 1879
“During last summer the passengers coming ashore from the Sunday steamers made Gourook rather lively on Sunday, but this year the public have been entertained in a different manner, and a little drunkenness would hardly be observed now.”—Greenock Advertiser, August 14, 1879
Glasgow Herald, September 4, 1879
“Arrest of a river steamer.— In the Sheriff Ordinary Court, today—before Sheriff Guthrie—an action was called at the instance of Messrs. Borland & King, writers, against Duncan Dewar, steamboat owner, residing in Alexandria, praying the Court to grant decree and warrant to sell the steamer Marquis of Lorne, presently lying arrested in the harbour at the Broomielaw. In their condescendence pursuers state that they were agents for defender in an action at his instance against other parties, and they have arrested the vessel to recover their professional fees, which amount £7 14s. 3d., exclusive of other expenses. They now ask a warrant to sell the vessel for the purpose of paying themselves. The Sheriff granted an order to make an inventory of the vessel.”—Glasgow Evening Post, September 10, 1879
Presumably the bill was paid before the Marquis of Lorne was impounded.