Chapter 6

The monopoly carried on by Mr. Young and his partners was broken down in October, 1864, by the expiry of the patent rights, and the dissolution of the partnership, and the Bathgate works subsequently passed into the hands of a limited liability company, by whom they are still owned and controlled, Mr. Young continuing to hold a large share, and the position of general manager. The amount paid for the works and plant by the new company was L450,000, and we believe Mr. Young took shares to the extent of one-fourth of that amount; Mr. Pender, of Minard, the next largest shareholder, holding stock to the extent of L70,000 more. The idea of erecting new works on a larger scale, and with more improved and modern appliances, in the West Calder district, was meanwhile conceived by Mr. Young. He selected a site on the estate of Addiewell, a mile west from the village of West Calder, extending to fully fifty acres of ground. Here he erected works that are still unrivalled in point of extent, and of which it may be said that they form an apt commentary on their projector's energy, intelligence, and enterprise. There being no accommodation in West Calder for a large body of workpeople, Mr. Young's first care was to erect suitable dwelling-houses. Very soon a new village of respectable proportions sprang into being, and the chemical works were pushed forward with equal celerity. The arrangement of Addiewell Chemical Works is admirably calculated for their purpose. They cover nearly a half of the entire site, the buildings as well as the mechanical appliances being on a gigantic scale. The retort sheds are upwards of 200 yards in length taken together, and each shed contains a double row of retorts. Altogether, there are no less than 354 retorts, capable of distilling more than 3000 tons of shale per week, and producing 120,000 gallons of crude oil, which yields 50,000 to 60,000 gallons of burning oil, in addition to about 12 tons of refined paraffin oil and a large quantity of lubricating oil. Each of the condensers contains several miles of piping. The main pipe, which collects the vapours from the retorts, is nearly a yard in diameter. One and a quarter million cubic feet of gas are manufactured at the works every day. Upwards of 1000 hands are employed. In the shale-pits adjoining, four hundred miners are regularly at work. The pits are conveniently near to the Addiewell Works, none of them being more than two miles off. A network of railway lines communicate with the various shale-pits, and five locomotives are regularly employed in the transit of minerals. A school, under Government inspection, is attached to the works, and the employes are exceptionably well off for house accommodation.

Within the limits of this article we cannot do full justice to the enormous industry of which Mr. Young is the founder. It is even claimed for Mr. Young's little factory at Alfreton that it was the parent, not only of the Scotch mineral oil trade, but also of that of America; for oil had never been distilled to produce an article of commerce until he commenced to work his patent there. From such a small beginning has arisen, within the short space of twenty-three years, one of the most important and extensive industries in the world. At the present time there are in Scotland altogether 65 oil-works, at 17 of which crude oil is manufactured and refined ready for the market. At 38 other works the crude oil alone is produced, and although most of the crude oil so made is refined at other works in Scotland, a not inconsiderable quantity is sent to the Welsh refiners, while some of it is sent to the Continent. Of the remaining works, 16 refine the crude oil only. There are altogether 3804 retorts in operation, both vertical and horizontal. It is a moot point, which is now engaging the attention of those in the trade, whether vertical or horizontal retorts are the best suited for the purposes in view. At Mr. Young's works, which are the largest and most important in Scotland, nothing but vertical retorts are used, it being considered that they possess an advantage over the horizontal kind in respect of their continuous feeding, but the latter are likewise very largely used. Of the 3404 retorts, however, there are seldom more than 3000 at work together. The remainder are usually standing idle, on account of repairs or some other cause. The average weekly production of crude oil at the Scotch works is nearly 120,000 gallons, and the number of men engaged in the trade in its various departments is estimated at little short of 6500. Assuming, as we may fairly do, that 3000 retorts are regularly at work, they will yield 21,800,000 gallons of crude oil, and distil 730,000 tons of shale annually; or, in other words, they will distil 13,000 to 14,000 tons of shale weekly. From the crude oil thus distilled there will be produced something like 10,000,000 gallons of refined burning oil annually, besides crude solid paraffin, and other products, such as naptha and lubricating oils. It is further calculated that the average wages paid in connection with this industry will reach between L400,000 and L500,000 per annum. The districts in which the manufacture is carried on are situated in Midlothian, Ayrshire, Lanarkshire, Fifeshire, and Linlithgowshire. The largest works are in the Midlothian and Linlithgowshire districts, the Fifeshire and Ayrshire works being comparatively limited in extent, and chiefly confined to the manufacture of crude oil. Some of the principal works have been considerably extended of late.

Mr. Young is distinguished for his public munificence and private philanthropy. Many a young man who has attained a respectable and influential position is indebted to Mr. Young for his first start in life. As a ready and effectual means towards promoting a thirst for knowledge, and an acquaintance with the practical bearings of the science to which he is himself so much indebted, he founded, about three years ago, a chair of technical chemistry in the Andersonian University. Previously the students attending the chemistry classes under the late Professor Penny had no opportunity of making themselves familiar with the application of the principles of the science to arts and manufactures; a knowledge of the principles themselves was all that they could attain. A man may be the greatest proficient in the knowledge of the principles of chemical science, and yet be utterly ignorant of how bleaching powder, chromate of potash, or soda are made. Thus it was with the Chemical Chair at the Andersonian until Mr. Young, by his munificent bequest of L10,000 for the foundation of a Chair of Technical Chemistry, established a connection between the scientific chemist and the workshop. The first occupant of the chair, Herr Bischof, commenced his duties during last summer, and the number of students attending his class has already exceeded all expectations. The foundation of nine bursaries, each worth L50 per annum, is certainly an inducement to perseverance which is not every day placed within the reach of poor students; and considering the multiform phases of chemical science, and the comparatively limited extent to which they have hitherto been developed, there is no saying to what results Mr. Young's bequest may serve to lead.

Although so far advanced in life, Mr. Young continues to labour with as much zest and enthusiasm as ever in the field of chemistry. It is to him a labour of love. His mind is of that vigorous and active disposition that cannot indulge in the repose to which the successful labours of an arduous life invariably lead. Within the last few months he has given to the world a new process for the manufacture of soda, which will probably introduce an important revolution in the manufacture of alkali, and enable carbonate of soda to be produced at something like one-fourth of its present cost.

It is a fitting recognition and reward of Mr. Young's great discoveries and enterprise that he should have amassed one of the largest fortunes that was ever realized by individual effort within a similarly short period. Some years ago he acquired the beautiful estate of Kelly, at Wemyss Bay, which he has greatly improved and adorned. He owns also one of the most handsome yachts on the Clyde, which has been named the "Nyanza," in honour of Mr. Young's most intimate friend--Dr. Livingstone, the African traveller. Dr. Livingstone and Mr. Young were fellow-students at the Andersonian University, and their friendship has remained unbroken since that time. It is interesting to note that it was Dr. Livingstone who laid the foundation-stone of Mr. Young's new works at West Calder, and it was a brother of Dr. Kirk of Zanzibar who superintended the Addiewell works for some time after they were built.

Mr. Young has never taken any active part in political or municipal affairs, but he is identified with various scientific and literary societies; and for the last four years he has been President of the Andersonian University. In social life he is kindly, warm-hearted, and genial; and these qualities shine most conspicuously in his own family circle, or while he is entertaining a company of his numerous friends.

MR. GEORGE BURNS.

The commercial annals of the West of Scotland are full of interest. They illustrate a prosperity that is almost without parallel. Macaulay's New Zealander is not likely to plant his foot on Glasgow Bridge for many generations to come, or if he does he will witness a scene totally unlike that for which the historian had prepared him. In all our staple industries we are advancing with gigantic strides. Shipping and shipbuilding are especially conspicuous for their steady and rapid development. As a shipping port Glasgow stands second to none in the United Kingdom, Liverpool alone excepted. It was not always so. So late as the beginning of the eighteenth century there were only about a dozen vessels belonging to the port, their aggregate tonnage amounting to no more than 1000 tons. More than any other river in the world, the Clyde has triumphed over natural obstacles and drawbacks. Originally the estuary of the Clyde was so shallow that no vessel of any size could come further up than Port-Glasgow. It was considered a great achievement when, in 1801, craft of 40 tons burden were enabled to touch at the Broomielaw. A story is told of a daring navigator who, towards the close of last century, built a vessel of 30 tons burden for the purpose of exploring "the wee bit burn ca'd the Clyde." As a reward for his enterprise and daring, he was presented with the freedom of the city on reaching the harbour of Glasgow. Thanks to the fostering care and ceaseless exertions of the Clyde Navigation Trustees, vessels of the largest tonnage can now come up to the Broomielaw; and the port of Glasgow can lay claim to some of the largest and most magnificent merchant vessels afloat. A rare conjunction of private and public enterprise brought about these results. From the time that Henry Bell's _Comet_ appeared on the scene in 1812, until the present, the Clyde has occupied a pre-eminent position in the records of the progress of steam navigation. In 1841 the number of vessels belonging to the port of Glasgow was 431, with an aggregate of 95,619 tons. At the present time there are 895 vessels belonging to the port, their total tonnage being 433,016 tons! These figures speak for themselves. They do not indicate a merely natural evolution. Hard work, skilful and energetic application of available resources, and well concerted plans, were necessary to bring about such an era of prosperity; and these conditions of success were supplied by such men as Mr. George Burns, who has been identified most closely for more than half-a-century with this branch of commerce.

Belonging to a family which has long occupied an honourable position in the West of Scotland, Mr. George Burns has reason to be proud of his ancestors. His grandfather, whose name was originally Burn, inherited a small property near Stirling, which he sold and came to reside in Glasgow. Here he distinguished himself as a scholar, and published an English dictionary and grammar which was long used in all the schools and academies throughout the country. He died at the age of eighty-four, and his time carries us back to the beginning of last century. He used to tell of seeing combatants in the battle of "Shirra Muir" pass his father's place in 1715. His son, Dr. Burns, who was an only child, remembered being carried in his nurse's arms to the King's Park at Stirling, where he saw encamped the Hessians who had been employed in the unsuccessful rising in favour of Prince Charles in 1745, and who remained in this country for some time subsequently. Dr. Burns, born in 1714, was minister of the Barony parish, in Glasgow, for the long period of seventy-two years, dying in 1839, in his ninety-sixth year. He preached in the crypt of the Cathedral, which Sir Walter Scott has made famous in the pages of "Rob Roy," and at a time when such qualities were rare in the Church of Scotland, he was distinguished for the evangelical faithfulness of his preaching, and for his conscientious and laborious performance of pastoral work. In the prosecution of his duties he established and conducted Sabbath schools in Calton, which was included in his parish. These, as far as is known, were the first Sunday schools instituted in Scotland, and it is believed were before the time of Mr. Raikes, who began the system in England. At the time above mentioned the population of the Barony parish did not exceed 8000, but long before the death of Dr. Burns it had increased more than tenfold. One of the most unselfish and simple-hearted of men, he brought up a large family upon a small stipend, refusing for a long time to ask an augmentation from the Tiend Court, until his scruples were overborne by the pressing entreaties of his heritors. This venerable patriarch lived to see the blessing of his Covenant-God, and the reward of his own training, in the highly honourable and successful career of his family. He had nine children, of whom four died in early life. The remaining five were--John, born in 1775; Allan, born in 1781; Elizabeth, born in 1786; James, born in 1788; and the youngest, the only one of the family now living, George, born in 1795. The eldest son--Dr. John Burns, F.R.S.--was the first Professor of Surgery in the University of Glasgow. He was a man of extensive erudition and devoted piety. He wrote several standard medical works, which secured for him the high honour of being elected a member of the Institute of France, and also several most excellent religious works, one of which, entitled "Christian Philosophy," is still popular. His sad death, by drowning, in the wreck of the steamer Orion, in 1850, will be well remembered. The second son--Allan--was the intimate friend of Sir Astley Cooper, Bart., the celebrated surgeon. He went to St. Petersburg, where he became physician to the Empress of Russia, from whom he received valuable presents and honourable distinctions. Returning to Glasgow, he lectured on anatomy, and prosecuted his profession with great success. He died at the early age of thirty-two, in consequence of a wound received while dissecting. But short as was his career, he succeeded in acquiring a European reputation by his scientific writings. James and George, both of whom possessed much of the native talent of the family, found ample scope for their abilities in mercantile pursuits, and about the year 1818 they entered into partnership and commenced business in Glasgow. In 1824 they became owners, along with the late Hugh Matthie of Liverpool, of six sailing vessels trading between that port and Glasgow, and in the same year they engaged in steam navigation between Glasgow and Belfast. Shortly thereafter they substituted steam for sailing vessels in the Glasgow and Liverpool trade, and in 1830 they amalgamated this concern with that of the Messrs. MacIver of Liverpool. The various trades thus organised comprised branches between Glasgow and Liverpool, Belfast, Londonderry, and the West Highlands, but the last named business was disposed of in 1852 to Mr. David Hutcheson, who long held a responsible position in Messrs. Burns' office, and who was joined by his brother, Mr. Alexander Hutcheson, and by Mr. David MacBrayne, a nephew of the Messrs Burns. Under the firm of David Hutcheson & Co. the West Highland trade has continued to be conducted with every satisfaction to the public. The other branches are still carried on by Messrs. Burns & MacIver. While James applied himself to the mercantile branch of the business, the direction of the shipping department devolved upon George, whose energy and sagacity rendered him well qualified for the onerous duties, and under whose able management the business gradually developed into a steam shipping concern second to none in the world.

In 1830 the establishment of mail steam communication between Britain and North America was projected by Mr. Samuel Cunard, of Halifax, N.S., who, in prosecution of his undertaking, was introduced to Mr. Robert Napier by Mr. Melvill, secretary in London to the East India Company, and through whom he entered into conferences on the subject in Glasgow with Mr. George Burns and Mr. David MacIver. The consultation resulted in the undertaking since popularly known as the Cunard line, and Mr. George Burns persuaded his brother to join in this, as he had in like manner previously induced him to join in the establishment of steamers between Glasgow and Liverpool. The contract for the conveyance of the North American mails was entered into between the Admiralty on the one part, and Samuel Cunard, George Burns, and David MacIver on the other part; and the first steamer of the line, the _Britannia_, sailed from Liverpool on 4th July, 1840, for Halifax and Boston. The means of travelling between the mother country and America were previously very inadequate. Although steam had come into pretty general use for coasting purposes, it had been little applied to ocean voyages. The Cunard line commenced with four paddle-wheel steamers, of an aggregate tonnage of 4602 tons. Now the company possess between 40 and 50 vessels afloat, or in course of construction. Many of these are the most magnificent merchant ships afloat. Some of them are over 4000 tons burden, and the aggregate tonnage of the whole is close upon 90,000 tons.

It is not too much to affirm of the Cunard line, that it is the most popular and successful Transatlantic service afloat. For upwards of thirty years a Cunard Transatlantic steamer has sailed--at first once a week, subsequently twice a week, and latterly three times a week--from Liverpool, and another from New York or Boston. During that long period many hundred thousand passengers have been carried by that noble fleet. Yet, despite the dangers of the Atlantic, and the liability to accident in a thousand ways of such a voyage, the Cunard line can thankfully say that they have never lost a life--nay more, although they have had a contract with the British Government since they started for the conveyance of the North American mails, the company have never even lost a letter! Such a claim cannot be made on behalf of any other line afloat. But it would be quite a mistake to infer that this wonderful exemption from misadventure is due to luck or chance. On the contrary, the skilful management of the line has been the chief, if not the sole cause of its matchless reputation. Every consideration of profit has from the very outset been subordinated to a painstaking and anxious regard for the efficiency of the fleet, and for the safety and comfort of the passengers. Without a single exception, all the Cunard Liners are noted for their seaworthy qualities, which have been admirably preserved by the existence of the company's engineering works at Liverpool; and the instructions for the navigation of the fleet are most complete and peremptory. Thus, it will be seen that a combination of rare administrative qualities, together with the intrinsic superiority of their ships, have been the means of realising for the Cunard Company a character which is altogether without a precedent, while the same causes have imparted to the most timid passengers a confidence in the Cunard line which they would not be justified in placing even in a railway company. In short, the Cunard Company have brought about a condition of things which our grandfathers could not have believed possible. They have set at naught the dangers of the mighty deep, and rendered ocean travelling more safe and interesting than travelling on the dry land. Truly, those who have had the management of this gigantic business are entitled to be regarded as the pioneers of a high standard of progress, the highest standard, indeed, that has yet been attained, or is possible of attainment, in the direction of one of the greatest ends of civilisation--that of making the navigation of the ocean compatible with perfect safety to human life. In illustration of the style of management, it may be added that it has been the policy of those conducting the business to keep abreast with the advancement of the age, by constantly selling and replacing vessels as required. From first to last they have sold considerably above 100 steamers.

The business of the Cunard Company, in its various branches, has from its origin been carried on in Glasgow by Messrs. G. & J. Burns; in Liverpool, by the energetic firm of Messrs. D. & C. MacIver; in Halifax, N.S., by Messrs. S. Cunard & Co.; and in New York, by Sir Edward Cunard, Bart. Mr. David MacIver died a few years after the formation of the Cunard line, Sir Samuel Cunard, Bart., and his son Sir Edward, died more recently; and James Burns and George Burns having retired several years before the death of the former, which took place in September last, the business devolved upon the two sons of George Burns--John Burns and James Cleland Burns, of Glasgow; Charles MacIver, of Liverpool; and William Cunard, formerly of Halifax, N.S., now of London, who remain the sole partners of this gigantic concern, which is still further extending its ramifications by the addition of a line of steamers between the Clyde and the West Indies.

The subject of our memoir married, in 1822, the eldest daughter of the late Dr. Cleland of Glasgow, a man who may be said to have been the father of social and vital statistics in this country; for at the time he published his works, "Annals of Glasgow," and "Statistical Tables," we believe that Sweden was the only country that laid claim to the possession of regular statistics. Dr. Cleland was a member of the Institute of France, and other scientific bodies. By his wife, who is still alive, Mr. Burns has had seven children, of whom there only survive the two sons who are now at the head of the business in Glasgow. Mr. George Burns, soon after his retirement from business, purchased the estate of Wemyss Bay, where he now spends the greater part of his time. Mr. John Burns is possessor of the property of Castle Wemyss, where he resides; and Mr. James Cleland Burns lives at his property of Glenlee, near Hamilton.