Chapter 13

In that magnificent work, "London: a Pilgrimage," for which we are indebted to the joint labours of Gustave Dore and Blanchard Jerrold, allusion is made to the decadence of the shipbuilding trade on the Thames, and the rapidly accumulating growth of the same industry on the Clyde. The contrast is startling, and although it may be gratifying to the pride of those who are identified with the northern river, it must create sad and humiliating emotions in the breasts of others who have seen the "silvery Thames" shorn so completely of her ancient glory and prestige as a mart of naval architecture. The Clyde has not directly made capital out of the Thames, but the progress of the one has undoubtedly been stimulated by the misfortunes of the other. It is impossible to ignore the fact that the Clyde possessed many advantages over its rival. Its immediate proximity to almost illimitable fields of iron and coal, the easy terms upon which shipbuilders could thus obtain their materials, and the lower wages paid to workmen on the Clyde, had undoubtedly an important influence in securing for the latter its exceptionally prosperous career; but there were, at the same time, other drawbacks to contend with, including a miserably inadequate draught of water, which in the early history of naval architecture, were only surmounted by patient continuance in well-doing, by unwearied energy, and by the most advanced and economical application of the mechanical arts on which shipbuilding is dependent. These conditions were present on the Clyde in a greater degree than on the Thames, and hence the fame of the one has been eclipsed by that of the other. Into all parts of the civilised world the fame of the Clyde has been carried through the medium of her shipbuilding works. We still continue to lead the van in this industry, being so far ahead of all other seats of naval architecture that by comparison they dwarf into insignificance and "pale their ineffectual fires." Let the figures speak for themselves. In 1863, the new tonnage launched on the Clyde was 124,000 tons, while at the end of that year 140,000 tons additional were on the stocks or under contract. In 1871 no less than 196,229 were launched, and 301,809 tons were on the stocks or under contract. Comparing these results with those attained on the Wear--perhaps the greatest rival to the Clyde in this particular industry--it appears that the aggregate tonnage launched during 1863 was 70,040, and during 1871 only 81,903, or in round numbers 11,000 tons additional were launched on that river. It is impossible in the course of this article to follow the history and analyse the causes that have contributed so materially to promote the growth of iron shipbuilding on the Clyde, but it is equally impossible to trace the lines of Robert Napier's biography without affording a clue to this marvellous progress.

On the eighteenth day of June, 1791, Mr. Napier was born in the town of Dumbarton. His father was a blacksmith, and early imparted to his son a knowledge of the rudiments of that business, so that Robert was not far wrong when he quaintly remarked that he was born with the hammer in his hand. The elder Napier occupied, as his forefathers had done before him, a prominent position in their little town, being a freeman with a prosperous business, which enabled him to gratify his anxiety to give his son the benefits of a sound practical education. Ultimately the latter was apprenticed to his father with the view of following out the trade of a smith. When he was twenty years of age, young Robert, determined to fight his way in a less limited sphere, removed to the Scottish metropolis, where he was employed by Robert Stevenson, the eminent lighthouse engineer. Latterly, however, he returned to Dumbarton, and after spending a short time longer in the service of his father, he permanently settled down in Glasgow, where he started business on his own account in the month of May, 1815. We are not aware that Mr. Napier had at this time any intention of eventually going in for marine architecture. The prospects of that industry were by no means so assured and encouraging as they have since become. Bell's _Comet_ had been launched three years before, but it was still regarded even by practical men as a doubtful venture. It was one of those "inventions born before their time," which, according to the Emperor Napoleon III., "must necessarily remain useless until the level of the common intellect rises to comprehend them." Thanks, however, to the co-operation of Mr. David Napier, a cousin of Robert's, who assisted him in the construction of the Comet, and took a lively personal interest in the advancement of steam navigation, Bell was enabled to achieve a permanent triumph, and the subject of these remarks, from the same cause, had his attention turned at an early period to the revolution which was being silently but surely evolved out of Bell's achievement. For some years, however, Robert Napier had to fight an uphill battle with the world. His first place of business was on a very moderate scale in Greyfriars Wynd, a place to which it has since imparted an almost classical interest, and his orders were at first so few that they could easily be overtaken by himself with the assistance of two apprentices. His experience was eventually that of the great bulk of mankind, verifying the well-known aphorism--_labor omnia vincit_. In the course of time he was encouraged to undertake the general work of an engineer, and his removal from Greyfriars Wynd to Camlachie Foundry afforded greater scope for the extension of his operations. While here, he undertook a number of tolerably large contracts, one of them being for the pipes required by the Glasgow Water Company when bringing the supply from the upper reaches of the Clyde. The first land engine made by Mr. Napier is still in use in Mr. Boak's spinning factory at Dundee. His first essay at marine engineering was a contract undertaken in 1823, to build the engines for the Leven, a small paddle-steamer that used to ply between Glasgow and Dumbarton. When the Leven had been "put on the shelf," after having served its day, the engines were taken from her and removed to the Vulcan Foundry in Washington Street, to which Mr. Napier subsequently removed, and where these interesting memorials of the early history of a trade which has since assumed such gigantic proportions may still be viewed.

Succeeding his cousin in the Lancefield Foundry, as he had previously succeeded him in Camlachie, Mr. Napier was enabled, by the acquisition of better facilities to undertake a much larger amount of work, and with Mr. David Elder, an engineer of much experience and inventive genius, as his manager, he speedily laid the foundations of an altogether exceptional reputation as a marine engineer. In 1826 he engined the Eclipse, a vessel employed on the Glasgow and Belfast route; and in 1830 he became connected with the City of Glasgow Steam Packet Company, projected for the purpose of running first-class vessels between Glasgow and Liverpool, through which his maritime influence acquired an additional impetus. Indeed, from this time forward, no steamship company of any importance was started on the Clyde without Mr. Napier being called in to consult. In the year 1834, he contracted for and engined several vessels for the Dundee and London Shipping Company, of which Mr. George Duncan, late M.P. for Dundee, and a very warm friend of Mr. Napier's, was a leading director. The Clyde-built vessels belonging to this concern were admired by all who saw them, and they presented a marked contrast to the other steamers that were to be seen in the London Docks.

Mr. Napier engined and supplied the East India Company with the Berenice, 220 horse power, in the year 1836, and subsequently with the Zenobia, 280 horse power, both of which were used as war and packet ships by the company. In 1839, the British Queen followed with engines of 420 horse power, which were then considered of extraordinary size. Several finely modelled steam-yachts were also supplied about this time to the order of that great turf celebrity, the late Mr. Assheton Smith. Amongst these we may mention the Fire King, 230 horse power, a vessel which was the first illustration of the hollow-line system, and which proved itself to be the fastest steamer then afloat. In the year 1840 the Government was induced to enter into a contract with Mr. Napier to supply engines for two new war vessels, the Vesuvius and Stromboli, and, when the return for the cost of repairs, &c., of a number of war ships--including the Vesuvius and Stromboli--was ordered by the House of Commons in the year 1843, it was found that the work executed by Mr. Napier stood the test most favourably when compared with that done by some other engineers, and consequently proved economical to the nation. The origin of the British and North American Mail Company, or, in other words, the Cunard Company, in the year 1840, was an event of immense national and international importance, to the bringing about of which Mr. Napier contributed both by his counsel, and by his supplying the first vessels. Sir Samuel Cunard, who was evidently a man of immense enterprise and rare foresight, came across the Atlantic with the view of taking measures for the projection of a line of steamships between London and New York. Having been introduced to Mr. Napier through his friend Sir James Melvill, of the India House, Sir Samuel contracted with him for four vessels, each of 900 tons and 300 horse-power. Mr. Napier assured Sir Samuel at the time that vessels of this size would be inadequate for the requirements of the Atlantic trade, and suggested that they should be 1200 tons and 400 horse-power; but as he failed to alter Sir Samuel's mind on this point, he proceeded with the building of the vessels according to contract. Only a very short interval had elapsed however, when Sir Samuel again saw Mr. Napier, with whose views as to the size of the vessels he declared his complete acquiescence, although, he added, their cost, if built on the scale proposed by Mr. Napier, would be too much for him as a private individual to defray. Upon this Mr. Napier and Sir Samuel took counsel as to the likelihood and advisability of forming a company, the latter declaring that if he got a few others to join in the venture, he would go in for the larger size of vessels. The two Liverpool Companies that were carried on by the Messrs. Burns, and the City of Glasgow Company, had at this time formed a sort of coalition, and Mr. Napier took advantage of the circumstance of their amity to invite both to join in the new Transatlantic undertaking. At last about twenty gentlemen, most of whom subscribed L5000 each, entered into the scheme, and of that number we believe that Mr. Napier, Mr. George Burns, Mr. M'Iver of Liverpool, and Sir James Campbell are the only survivors. Four vessels of about 1200 tons each were ordered of Mr. Napier--the Britannia, Acadia, Caledonia, and Columbia, built respectively by Messrs. Robert Duncan, John Wood, Charles Wood, and Steele, and all supplied with engines of 400 horse-power by Mr. Napier. Thereafter he furnished the machinery for other vessels belonging to this company, including the Hibernia, Cambria, America, Niagara, Europa, Canada, and Arabia. All of these vessels have now been withdrawn from active service, being superseded by Mr. Napier's more recent and well-known vessels, Persia, 3000 tons and 850 horse-power; Scotia, 4000 tons, and 1000 horse-power; and China, 2540 tons and 550 horse power. Among more recent specimens of Mr. Napier's mercantile ships, we may mention the Pereire and Ville de Paris, 3300 tons and 800 horse-power, belonging to the French Compagnie Generale Transatlantique. He has likewise constructed the Malabar, 4174 tons and 700 horse-power (one of the finest Government troopships), which, we believe, has given much satisfaction.

Mr. Napier, we may add, has been very successful in the construction of machines and war vessels for the British, French, and Turkish-Russian, and Danish and Dutch navies; and when it was decided to reconstruct the British navy with armour-clad vessels, Mr. Napier's firm had the honour of furnishing one of the two armour-clad vessels first built, viz., the Black Prince, 6040 tons and 800 horse-power; the Audacious and Invincible, armour-clad frigates, also for the British Government, each 3775 tons and 800 horse-power; two armour-clad turret vessels for the Dutch Government of large size; and last but not least, the well-known Hotspur, which was launched in 1870.

There is one circumstance connected with Mr. Napier's career which, while it may have led eventually to his more intimate and cordial relations with the Admiralty, must also reflect credit upon his good sense and accommodating disposition. In the earlier days of steam navigation, and before it had been applied to Government ships, the Admiralty were without any school or dockyard where naval officers could be taught the principles and practice of the science. They tried, but unsuccessfully, to obtain admission into the more important private shipbuilding establishments on the Thames, such as Mosley's and Rennie's; and at last, as a _dernier resort_ they resolved to try the Clyde. Making their requirements known to Mr. Napier, he received them with every consideration, and cordially acceded to their wishes, not only giving them perfect and unrestrained liberty to make use of his own works, but also securing for them the privilege of sailing free of charge in many of the vessels that then frequented the port of Glasgow. Some of these young officers subsequently obtained certificates as to their knowledge of steam navigation from Mr. Napier; and we understand that the Lords of the Admiralty did not lightly esteem credentials from such a source.

Having been so constantly and deeply immersed in the cares of his own extensive business, Mr. Napier, prior to his complete retirement into private life, had no time to devote to municipal or imperial politics. He was, however, even while most engrossed with his own affairs, an indefatigable promoter and supporter of all movements tending to the well-being of the city. In the local institutions of engineers and shipbuilders he has always taken a peculiar interest, and his sympathy and co-operation were never invoked for a deserving object in vain. In recognition of the eminent services he has rendered to marine architecture, he has had many honours heaped upon him. He was a juror of the Paris Exhibition of 1855, when he received the gold medal of honour, and the decoration of Knight of the Legion of Honour; he was chairman of the jury for Class 12 (Naval Architecture, &c.) of the National Exhibition 1862, and Royal Commissioner of the Paris Exhibition 1867, and then received a grand prize. He was one of the committee for the organisation of the Fine Art Exhibition in the South Kensington Museum in 1862, during the Great Exhibition. In the summer of 1864 he presided at the Glasgow meeting of the Institution of Mechanical Engineers, of which he was then president; his hospitality on that occasion will long be remembered by many of the members of the profession who were present at the meeting. He is also a member of the Institution of Civil Engineers.

For a number of years past Mr. Napier has lived constantly at his magnificent residence at West Shandon, on the shores of the Gareloch. In the erection and furnishing of this palace he has exhibited a most refined and judicious taste. He has accumulated one of the finest collections of pictures, old china, and articles of _vertu_ generally to be found in all Scotland, and an inspection of his valuable and varied collection is a treat of which the most accomplished virtuoso would gladly take advantage, and from which he would be sure to learn something new. The active management of the business of Robert Napier & Sons now devolves on Mr. John Napier, his youngest son. His other son, Mr. James R. Napier, who is a Fellow of the Royal Society, and distinguished for his inventive genius, is engaged in a business of his own, which he commenced in the year 1857.

To confirm what we have already said as to Mr. Napier's kindly and benevolent disposition, we might adduce many examples, but that they were never intended to see the light. In all his acts he is unostentatious, and seeks to avoid public comment. Perhaps he only allows one exception to this rule, and that is the splendid monument which he has erected to the memory of his friend Henry Bell, in the beautiful little churchyard of Row, within a couple of miles of his own residence at West Shandon. To this shrine many a pilgrimage has been and will yet be made.

MR. JAMES WATSON.

Apart from the dignity and importance of his position as Chief Magistrate of Glasgow, Mr. James Watson has unquestionable claims to be esteemed and honoured by the citizens of this our "no mean city." His uprightness and integrity of character, his business tact and ability, his sound judgment, and his rare administrative talents place him on an eminence rarely attained. Having received his education at Glasgow University, Mr. Watson entered a mercantile house in the city, where he remained for some years, and in which he acquired a considerable business experience. Subsequently he was connected with the Thistle Bank, which, as many of our readers will recollect, was ultimately incorporated with the Union Bank of Scotland. From the Bank he proceeded to the establishment of Messrs. John M'Call & Co., who were at that time among the largest grain merchants in Glasgow, and for some years Mr. Watson presided over their provision department--then of very considerable extent. When he assumed the profession of a stockbroker, there were no representatives of that business in the city. It is perhaps the most interesting feature in Mr. Watson's career that he was the first stockbroker in Glasgow; and it is no less interesting to contrast this fact with the position of the Glasgow Stock Exchange at the present time, when it occupies one of the finest buildings in the city, and its membership numbers not less than thirty large and influential firms. Besides these, there are fully a dozen firms of stock and sharebrokers not members of the Exchange. The first Stock Exchange in Glasgow was established two or three years after Mr. Watson commenced business in this capacity, its first local habitation being a building situated in Buchanan Street, on the site now occupied by the Bedford Hotel. Previous to that time there were very few joint stock companies in existence--investors being satisfied for the most part with the sweet simplicity of three-per-cents. Indeed, the only local companies that could lay any claim to the name of joint-stock or limited liability, were the Banks, the Gas and Water Companies, and the Garnkirk Railway. Mr. Watson continued the only stock and sharebroker in Glasgow for nearly two years, and in 1833 he took a prominent part in the establishment of the Glasgow Stock Exchange, of which he was the first chairman. For 22 years he continued to preside over the Stock Exchange, while that institution was laying the foundations of the high character and exceptional prestige which it has since acquired, and through which it regulates in no small degree the price of stocks and shares in other markets throughout the world. We may mention, also, that the Stock Exchange in Glasgow commenced its career with only twelve or fourteen members, and from this small nucleus it has continued to grow until it is now one of the most flourishing institutions of the kind in the three kingdoms.

About 15 years ago Mr. Watson's services were called into requisition in connection with the winding up of the Ayrshire Iron Company, of which he was a shareholder. The bankruptcy of this company, as many gentlemen on 'Change will well remember, was induced by the mismanagement of its affairs. The works of the company were extended far too rapidly, and, in order to compel business, iron was bought upon credit and sold for cash at a ruinous sacrifice. The result was that the concern became insolvent, with liabilities to the extent of L250,000, and without a copper in the shape of assets except the works at Dalry. It was a terrible dilemma, and very few of the shareholders were equal to dealing with the emergency. Mr. Watson, however, undertook the labour of extricating the company from its awkward position, and his efforts were ably seconded by those of the late Mr. James Dennistoun, and Mr. Mansfield, accountant, Edinburgh, assisted by one or two other gentlemen in Glasgow. On the bankruptcy of the company being announced, Mr. Watson called a meeting of subscribers, at which the late Mr. W. Brown, of the _Standard_ office, was appointed to act as secretary. Time was allowed by the creditors, the money was called up by separate instalments, and with the aid of L60,000 borrowed from the British Linen and the Bank of Scotland Banking Companies the name of the concern was kept out of the _Gazette_. After a period of five or six years the whole affairs of the company were wound up, and the plant and premises were disposed of to the Messrs. Baird, of Gartsherrie, for the sum of L20,000, or fully L70,000 less than they had originally cost. Mr. Watson's efforts, his patient plodding industry and commercial skill in connection with this insolvency, were greatly commended at the time; and, indeed, as the affairs of the company were in a state of the greatest confusion, it required more than ordinary tact and perseverance to place them on an intelligible and proper footing.

It would be unpardonable to omit reference to Mr. Watson's intimate connection with the railway system in the West of Scotland. He was the first interim secretary of the Glasgow and Ayrshire Railway, which was promoted in 1836, and he continued to act in that capacity until 1839. Afterwards he became secretary of the Edinburgh and Glasgow Railway, in the promotion of which he was associated with Mr. Andrew Bannatyne, the late Dean of Faculty, and the first solicitor to the company. It will be remembered that the first bill of the Edinburgh and Glasgow Railway was thrown out of Parliament in 1837 owing to the strong opposition raised against it. In 1838, however, the bill was reintroduced, and passed--Lord Wm. Bentinck, the then member for Glasgow, being chairman of the committee. Ultimately Mr. Watson relinquished the office of railway secretary, but he continued to be associated in the management of the Edinburgh and Glasgow and Glasgow and South-Western lines with such men as the late Mr. M'Call, of Daldowie, chairman of the Ayrshire company; Mr. Fleming, of Claremont; Mr. T. D. Douglas, Mr. Leadbetter, and Mr. A. Smith, who now lives on the Gareloch, and who, we believe, is the sole survivor of the original directorate, with the exception of our townsman, Sir James Campbell. Prior to the establishment of the direct railway communication with England, Mr. Watson was concerned with the projection of a line of steamers between Ardrossan and Fleetwood--the railway only having been carried the length of Sir Hesketh Fleetwood's estate at that time. By means of this arrangement, in which Mr. Watson had the cordial co-operation of the directors of the Ayrshire Railway, passengers leaving London at 10 o'clock forenoon could break the journey, and obtain the relief of a night's rest in the boat, arriving in Glasgow at 12 o'clock next day. The vessels on this station were Her Majesty and the Royal Consort, but they were discontinued when the direct line to Carlisle was opened up.