THE MAKERS OF OUR SHIPPING TRADE
These sketches of the growth and development of our shipping trade
would be incomplete without some reference to those who built up its
great prosperity--men who are entitled not merely to our consideration
but to our admiration; men whose memories should be treasured by
Liverpool people, because they afford to generations yet to come
examples of industry and perseverance in the face of difficulties
which should not be without beneficial effect if kept in remembrance.
Things move so rapidly, and our memory is so limited that we are apt
to view the things of to-day as of our own creation, and lose sight of
the strenuous spade work done by our forefathers.
Much as we must appreciate the enterprise and ability of our
shipowners of to-day, it is no disparagement of them when we claim
that the work of those who have gone before was equally enterprising
within its limits, and was even more strenuous and anxious. They had
to do with a business world only just emerging from the chrysalis
state, and without those helps and facilities which modern science has
placed at our disposal. But while claiming this, we must avoid
considering those who have passed before as "giants" of industry. They
were simply the men who, when placed in circumstances of difficulty,
always rise to the occasion and develop those faculties of industry,
resource and imagination which are so happily characteristic of our
race.
That we may, therefore, appreciate the labours of those who have built
up our prosperity we must consider shortly the circumstances in which
they worked and the tools they had to work with. We have already
alluded to the difficulties which a ship's husband had to contend with
owing to the absence of "cables," or any speedy means of communication
with distant places, and to the anxieties attending the maintenance of
the old wooden ships; but these did not entirely disappear when iron
ships were introduced. The early steamers were badly designed, very
short of freeboard, insufficient in strength and short of engine
power; they were frequently loaded too deeply, and we had many
casualties. One of the greatest improvements in the construction of an
iron ship was the introduction of iron decks, which gave the
constructional strength required, and when water ballast tanks were
also adopted a ship not only gained additional strength, but also
mobility and seaworthiness.
[Illustration: Charles MacIver]
[Illustration: William Inman]
[Illustration: Thomas H. Ismay]
[Illustration: Sir Edward Harland]
The place of the old cargo boat was in course of time taken by the
so-called "tramp," the modern cargo carrier--a good wholesome ship,
a large carrier, with sufficient power to take care of herself in all
weathers. With modern machinery a tramp can go to the ends of the
earth without replenishing her coal supply. One remarkable change has
taken place which would have shocked the shipowners of fifty years
ago; steamers no longer carry sails and the tendency is to do away
with masts. The "standard" ship has only one mast, which is only used
for signalling. The excellence of modern machinery and the general
adoption of the twin screw have rendered breakdowns very rare, and the
"wireless" is at hand to summon assistance when required. If the cargo
steamer of to-day has improved, the design of the passenger ship has
made even greater progress. Those who travelled across the Atlantic in
the early sixties will recall the stuffy passenger saloons, placed
right aft, with no seats except the long settees, and lit only by
candles suspended on trays, which swayed to and fro sputtering grease
right and left. The state-rooms were placed below the saloon and were
lit by oil lamps, one between every two rooms. These were religiously
put out at ten o'clock every night.
There was no ventilation, and no hot water was obtainable. We have
always thought that the introduction of the electric light was a
greater boon, and more appreciated on board ship than anywhere else.
On a rough, wild night, when everything in your state-room is flying
about, and you begin to conjure up thoughts of possible disaster, if
you switch on the electric light, all is at peace. The very waves
appear to be robbed of their fury. There were no smoke-rooms in the
olden days--the lee side of the funnel in fine weather, the fiddlee at
other times. Here, seated on coils of rope, and ready to lift our feet
as the seas rolled in from the alleyways on either side, we smoked and
spun our yarns. There was an abundance of food in the saloon in the
shape of great huge joints of meat and dishes of vegetables, which
were placed on the table, and it required some gymnastic agility to be
ready to seize them, when the ship gave a lurch, to prevent their
being deposited on your lap. We had no serviettes, but there came the
enormous compensation for all deficiencies--it was deftly whispered,
"the Cunard never lost a life," and not another word was said.
The conditions of life in the steerage were wretched. The sleeping
berths were huddled together, necessitating the occupants climbing
over each other; there was no privacy, no washing accommodation except
at the common tap, no saloon or seating accommodation except on the
hatchways. The food was brought round in iron buckets, and junks of
beef and pork were forked out by the steward, and placed in the
passenger's pannikin, and in a similar way potatoes and plum duff were
served out.
All this has been changed, and in place of discomfort we have
luxurious accommodation for every class of traveller; and this change
has been brought about by the men concerning whom we propose to make
some notes.
SIR EDWARD HARLAND
It is very difficult to give to any one man the credit for the great
improvements which have been made, but I think ship designing owes
much to the late Sir Edward Harland, of Belfast. He was the first to
introduce the long ship with easy lines--easily propelled and
excellent sea boats.
In designing passenger ships, Sir Edward Harland was the first to see
the advantage of placing the saloon passenger accommodation in the
centre of the ship (citadel fashion), thus adding greatly to the
comfort of ocean travel.
The modern cargo boat--the so-called "tramp," because she has no fixed
trade, but vagrant-like seeks her cargoes at any likely port--owes
much also to the genius of Sir Edward. The old-fashioned wave line
theory in design, with its concave water lines and hollow sections,
had produced bad sea boats and poor cargo carriers. Sir Edward was the
first to perceive that long, easy convex water lines, with full
sections, gave buoyancy at every point, were more easily propelled,
and had large deadweight and measurement capacity. I think,
therefore, when considering who were the makers of the shipping
industry of to-day, his name must ever occupy a foremost position.
We must also give credit to Messrs. Randolf Elder & Co., for the
introduction of the compound engine, and to Sir William Pearse (who
became the head of the firm) for the "Atlantic greyhounds," the
"Arizona," followed by the "Alaska" and the "Oregon." These ships were
the first to make speed one of the first considerations of Atlantic
travel.
THE SHIPBROKER
In the olden days we had not only shipowners but shipbrokers, who had
lines of ships to various places, and who either chartered vessels or
loaded them upon commission. The loading brokers made it their duty to
call upon the forwarding agents every morning to ascertain what goods
they had for shipment. This duty was never relegated to clerks, but
was always performed by one of the principals. We have a very vivid
recollection of the daily morning visits of Mr. Mors, Mr. Astley, Mr.
W. Imrie, Mr. Thomas Moss, Mr. McDiarmid, and others. This business of
the shipbrokers eventually came to an end when regular lines of
steamers were established, but they for long occupied a very
influential position in the shipping world.
[Illustration: SS. "Oregon," 1883]
CHARLES MACIVER
The most outstanding figure among shipowners of 1850-1880 was Charles
MacIver, of the Cunard Line, a man of resolute courage and stern
discipline. Clean shaven with aquiline features, he looked like a man
born to command.
I remember when I was Mayor, in 1880, a commission was given to
Herkomer to paint his portrait. He asked me what sort of man Mr.
MacIver was, and then proceeded to Calderstones to paint his portrait.
In a few days he returned, saying he was going home, as he had not
found the strong man I had described. In a few months he returned and
called to tell me that he had found my Mr. MacIver and painted him. It
appears that on his first visit Mr. MacIver was suffering from
illness.
Mr. MacIver built up the Cunard Line, which in the fifties paid
one-third of our Liverpool dock dues. I can visualise Colonel MacIver
marching down Water Street at the head of 1,000 of his men whom he had
drilled and trained. This was one of the first Volunteer regiments
raised in 1858, when we had fears that Napoleon III intended to invade
this country. Many stories are told of Mr. MacIver's stern discipline.
It is said one of his captains asked permission to take his wife to
sea with him. Permission was granted, but when the day of sailing
arrived he received passenger tickets for himself and his wife, also
an intimation that he had been superseded in command of the ship. I
remember doing some small service for Mr. MacIver which required some
promptitude in its execution. In thanking me he added, "Young man,
always kill your chickens when young"--and this was the principle he
acted upon when threatened with opposition in any of his trades.
Mr. MacIver was very public-spirited, and a liberal supporter of our
seamen's charities.
It was a rule with the old Cunard Line not to introduce improvements
until they had been well tried, and they continued to construct wooden
paddle steamers long after the iron screw steamer had proved its
efficiency. It was no doubt this policy which built up the wonderful
reputation the line has always enjoyed for safety.
Although Charles MacIver was the master-builder of the Cunard Company,
he was not actually one of the founders. These were Samuel Cunard,
George Burns, and David MacIver. David MacIver died in 1845, and his
brother Charles took his place. I was staying at Castle Wemyss in
1890, when I received a message that Sir George Burns wished to see
me. The old man was lying on what proved to be his deathbed. His
features, which were those of a handsome, strong, and resolute man,
were thrown into striking relief by the halo of long, flowing,
silver-white locks, which fell on his pillow. His mind (he was then
ninety-five) evidently loved to live in the distant past, and he told
me with pride, not of the doings of the Cunard Company, with which he
had been so long and so honourably associated, but of the old sailing
brigs, which in the days of his youth carried the mails between this
country and Halifax.
Several of the first Cunard ships were built by John Wood at Port
Glasgow. As a schoolboy I spent my summer holidays at his house. He
was then building the wooden steamer "Lusitania" for my father's firm.
She was intended to trade between Lisbon and Oporto. Old John Wood was
the father of shipbuilding on the Clyde, and a brass plate inserted in
the wall of Messrs. Duncan's shipbuilding yard at Port Glasgow now
marks the site of his house.
I treasure these links of memory with those olden days of the shipping
industry; they bridge over a period of most remarkable achievement and
progress.
Sir George Burns was made a Baronet by Queen Victoria on the occasion
of her Golden Jubilee, and his son was raised to the Peerage on Her
Majesty's Diamond Jubilee under the title of Lord Inverclyde. Lord
Inverclyde took a very warm interest in shipping matters; he was a
keen yachtsman, and dispensed at Castle Wemyss a splendid hospitality.
He was for many years Chairman of the Cunard Company.
After the Cunard Company was formed into a Limited Company, in 1882,
Mr. John Burns was the Chairman, but as he lived in Scotland, the
Deputy-Chairman (the late Mr. David Jardine) had the practical charge.
His devotion to the interests of the Company through difficult times
was most praiseworthy. He built the "Umbria" and "Etruria," the two
most successful and popular ships ever owned by the Company. The
Marine Superintendent of the Cunard Line (Captain Watson) was a
remarkable man, a seaman of the olden school, with great knowledge of
a ship, but with a very narrow outlook. Of those who have passed away
in connection with the Cunard Company, the most conspicuous figure was
the second Lord Inverclyde, who succeeded Mr. Jardine as Chairman in
1905, and remained so until his death, five years later. Lord
Inverclyde had a great grasp of affairs, and was a thorough master of
the management of a steamer. He built the "Mauretania" and
"Lusitania," and had he lived he was destined to take a leading
position in the country. Lord Inverclyde was succeeded as Chairman by
Mr. William Watson, who died in 1909.
[Illustration: SS. "Umbria," 1884]
THE INMAN LINE
Ten years after the Cunard Company was established the late Mr.
William Inman, in conjunction with Richardson Brothers, of Belfast,
founded a line of steamers to Philadelphia. Their first steamer was
the "City of Glasgow." They shortly after made New York their
headquarters in America. Mr. Inman's policy was to cultivate the
emigration trade, which had hitherto been carried by sailing ships; in
this he was very successful, and the Inman Line, which existed for
nearly forty years, will be remembered as containing some very fine
and fast ships. The last ship Mr. Inman built, the "City of Rome," was
certainly the handsomest ship entering the Port. Mr. Inman died in
1881 comparatively young. He was an excellent public-spirited citizen,
always ready and willing to help forward any good cause. We saw much
of him at Windermere, where he loved to spend his holidays, and owned
quite a flotilla of craft on the lake. Before he died the pride of
place on the Atlantic had, however, been wrested from his hands by the
more enterprising White Star Company. The Inman steamers passed into
the hands of the Inman and International Steamship Company, under the
direction of the late Mr. James Spence and Mr. Edmund Taylor, and
eventually drifted to Southampton, and the old Inman Line, loved by
Liverpool people for their handsome ships with their overhanging stems
and long graceful lines, is now only a memory.
THE COLLINS LINE
In 1850 an American line called the Collins Line started in the New
York trade. It consisted of wooden paddle steamers with a tonnage of
2,800. They were for those times most luxuriously fitted. They had
straight stems, and were known by their black funnels with red tops.
The Company was not a financial success, and the steamers were
withdrawn in 1858.
THE WHITE STAR LINE
The White Star Line was originally a line of clipper ships trading to
Australia, and owned by Pilkington and Wilson. The Line was bought by
Mr. T. H. Ismay, who had formed a partnership with Mr. Imrie. Mr.
Schwabe, of Broughton Hall, West Derby, was a large shareholder in
Messrs. Bibby's Mediterranean Line, and had, much to his annoyance,
been notified that he could not have any further interest in their
steamers, and the story goes that over a game of billiards he asked
his friend, Mr. Imrie, to establish a new Line to New York, and
promised, if he would do so, and would give the order to build the
ships to Messrs. Harland and Wolff, he and his friends would take a
substantial interest. Messrs. Ismay, Imrie & Co. accepted the
proposal, and in conjunction with the late Mr. G. H. Fletcher founded,
in 1870, the White Star Line of steamers to New York, Mr. Fletcher
being associated with Mr. Ismay in the management. In the design of
the "Oceanic," "Baltic," "Atlantic," the first steamers built for the
Line, Mr. Harland adopted the novel features to which I have already
alluded, and these, with the personal interest which Mr. Ismay
displayed in making travellers by his Line comfortable, quickly made
the White Star Company very popular. It was this personal touch which
contributed largely to the success of the Company, and built up its
great prosperity.
Mr. Ismay was a personal friend of whom I saw much in private life.
I did not consider his prominent position was due so much to his
brilliance, although he was distinctly an able man, as to his
personality. He was also very thorough in all he did, and had great
initiative. He had the happy gift of winning the confidence of
those with whom he was associated, and the power of selecting
excellent lieutenants and placing responsibility upon them. He was
ambitious--not for honour, for he had refused a Baronetcy--but that
the White Star Line should be pre-eminent. I was his guest on board
the "Teutonic," in 1897, on the occasion of the Queen's Diamond
Jubilee; the ship was filled by the leading people of the land. All
that was great and distinguished in politics, in literature, and art,
etc., were represented. We had also the Kaiser Wilhelm II as a
visitor. I was struck by Mr. Ismay's composure and the perfection of
all his arrangements.
The occasion was also made memorable by the appearance of the
"Turbinia," Sir Charles Parsons' experimental ship. She rushed about
at headlong speed, but always under control, and it was evident that
the turbine was destined to become--as it has--a great motive power
with immense possibilities. Mr. Ismay unfortunately did not live to
see the completion of his _chef d'oeuvre_, the "Oceanic."
S. B. GUION
The Guion Line occupied for many years an important and distinct
position. Founded in 1866, their steamers were specially constructed
for the emigration trade. After enjoying considerable success, they
were unfortunate in adopting new designs which proved very costly
experiments. Upon the death of Mr. Guion, in 1885, the steamers were
transferred to a public company, which ceased to exist in 1894. Mr.
Guion was very highly esteemed, he was a member of the City Council
and Chairman of the Watch Committee; his pleasant, genial smile and
his little jokes still linger in my memory.
[Illustration: SS. "Oceanic," No. 1, 1870]
We have not alluded to the National Line, which was established in
1862, and which, after enjoying a fluctuating career of prosperity and
adversity, came to an end in 1892.
THE MEDITERRANEAN TRADE
In the forties the Mediterranean trade was conducted by sailing brigs
and fore and aft schooners. The late Mr. W. Miles Moss, of James Moss
& Co., told the story that in 1849, feeling convinced that the time
had arrived to introduce steamers, he invited those engaged in the
trade to dinner at his house. He gave them his opinion, and added that
he had contracted to build a steamer to cost £21,000, and invited his
guests to take an interest with him. They responded to the extent of
£12,000 only. Mr. Moss significantly added, "I took the balance." This
steamer was the "Nile," and was the beginning of the Moss, Bibby,
Viana, Chapple Lines. They all rapidly grew to be enterprises of great
importance, and the sources of large wealth. James Moss & Co. were the
pioneers in the steam trade to Egypt and the Levant, their first
steamer being the "Nile."
THE BIBBY LINE
The Bibby Line to the Mediterranean was established in 1850 by John
and James Bibby, who had for many years owned a Line of small
sailing-vessels trading to Italy.
The success of the Line was largely due to the genius of a young man,
Mr. F. R. Leyland, who worked his way up from one of the lower rungs
of the ladder, and eventually became the owner of the company. The
career of Mr. Leyland is one of the most remarkable in our annals;
receiving but a scant education he became a great linguist, an
excellent musician, and as lover and connoisseur of art he had few
superiors. Mr. Leyland's dispute with the great Whistler as to the
decoration of his Peacock room will be remembered by many.
The Bibby Line was revived by the nephews of the Messrs. Bibby who
built up the old Bibby Line. The present Bibby Line has made for
itself a very leading position in the East Indian trade.
W. J. LAMPORT
The Liverpool shipping trade owes much to the late Mr. W. J. Lamport,
who for many years was the Nestor of the trade, and also the founder,
in co-partnership with Mr. George Holt, of the firm of Lamport & Holt.
Mr. Lamport was a very able man and was the author of the first
Merchant Shipping Bill.
[Illustration: SS. "Nile," 1850]
T. AND J. HARRISON
Messrs. T. and J. Harrison, in the sixties, owned a few iron ships in
the Calcutta trade, and some small steamers in the Charente wine
trade. The late Mr. James Harrison was a genius--some thought he was a
little eccentric, but he saw much further than most men, and
recognised that there was an opening in the India trade for ships of
moderate power that could make their passages with some regularity,
and he boldly chartered the ships of Messrs. Malcolmson, which were
large carriers, and with their engines of small power placed right
aft, they quickly made a great success. Mr. James Harrison's mantle
fell upon very worthy shoulders in the late Mr. John Hughes, and under
his direction the little Charente Line developed into the important
Harrison Line of to-day. Mr. James Harrison's sons are among the
foremost of the supporters of our charities, and have contributed
largely to the building of our Cathedral.
ALFRED HOLT
Mr. Holt claims a prominent niche in our gallery. He was essentially
an inventor and a pioneer. In the early sixties he owned a line of
small steamers trading to the West Indies, and afterwards he entered
the China trade in association with the Swires, and was the founder of
the prosperous Holt Line. Mr. Holt was for long years the advocate of
the single engine, which he claimed to be the most economical, and
also of models having fine lines and a big rise of floor--claiming
that it was most economical in practice to have an easily-driven
vessel. Experience has, however, demonstrated that ships with full
bodies can be more cheaply propelled at moderate speeds.
Mr. Holt was the Chairman of the Dock Board, and was the inventor of
the "plateway"; a scheme suggested to be adopted on our highways in
order to facilitate the conveyance of heavy goods in competition with
the railways, a scheme of which we shall hear more.
SIR ALFRED JONES
The late Sir Alfred Jones was a remarkable personality. He climbed up
to the prominent position he eventually occupied by the sheer force of
his will and character, backed by marvellous industry. I once asked
him why he did not take a partner. His answer was, "I will do so as
soon as I can find a man as 'intense' as myself." On my inquiry how he
got through his work he replied, "System. My day is mapped out--a
certain hour for my steamers, another for my banana trade, another for
coal, another for my properties, another for my theatres in the
Canaries." With all this he spent several days each week in London,
taking his correspondence clerks with him on the train and shedding
them on the way as he completed his letters. For sheer force of
character and power for work, Sir Alfred was the most remarkable man
Liverpool has produced in my day.
[Illustration: Sir Thomas Brocklebank]
[Illustration: W. Miles Moss]
[Illustration: Frederick R. Leyland]
[Illustration: Sir Alfred Jones]
MR. WALTER GLYNN
We had in Mr. Walter Glynn a successful manager of the Leyland Line,
and also a very useful member of the Dock Board. Very blunt of speech,
his directness of purpose was a very useful quality in public affairs.
MR. WILLIAM JOHNSTON
Mr. William Johnston, the founder of the Johnston Line, devoted
himself to the building up of his own business, in which he was most
successful. He was the first to recognise and profit by through
freight arrangements in connection with the great trunk lines of
railway in America.
RATHBONE BROTHERS
were among the first to form a Line of steamers to Calcutta. The
"Orion," "Pleiades," and others, were handsome vessels, but the
general impression was that they were not sufficiently large carriers
for such a distant trade. Mr. William Rathbone's memory will be long
treasured by Liverpool as one of our most useful public men. He
represented the town in Parliament for many years, and Liverpool was
never better represented. He had an office at the rear of his private
residence in London, where he kept a staff of clerks for his
Parliamentary business. Those were days when a Member could initiate
and carry through legislation. Mr. Rathbone took a leading position in
the reform of the Poor Laws, and in the promotion of the first
Merchant Shipping Bill. His brother, Mr. Samuel G. Rathbone, devoted
his remarkable ability to local affairs, and was a very valuable and
leading member of the Town Council.
TURNER, MORRISON & CO.
the owners of the Asiatic Line, trading on the coast of India, were
represented by the late Mr. Alfred Turner, who was one of our most
large-hearted citizens. When we failed in the eighties to raise money
to build a Cathedral on the St. John's site, he defrayed the whole of
the initial expenses. He was for some years the President of the
Seamen's Orphanage.
SIR THOS. ROYDEN
was at one time one of our most prominent shipbuilders. He afterwards
devoted his attention entirely to ship owning, in which he was most
successful. Sir Thomas was a tower of strength to the Tory party, his
eloquence and his smile being among their most valuable assets. Sir
Thomas lived to a good old age, and was always prominent in Liverpool
affairs.
SIR ARTHUR FORWOOD
founded, in 1865, the West India & Pacific Co., of which he was the
Managing Director, until he entered Parliament. He was a man of
striking ability and power of organisation, and was endowed with
enormous energy. As the leader of the Tory party in Liverpool and in
the County he did a great work for Liverpool, and he became the
Parliamentary Secretary to the Admiralty.
THE BOOTH LINE
The Booth Line occupies a prominent position, and has built up a large
trade with the Northern Brazilian ports. It was founded by the Right
Hon. Charles Booth, the philanthropist, and the late Mr. Alfred Booth.
The original Booth Line amalgamated some years ago with Messrs.
Singlehurst & Co.
* * * * *
It is impossible to refer to the many who have been interested in our
Atlantic steam trade who valiantly bore their part in the struggles of
the past. In these days, which have been days of remarkable
prosperity, one is apt to forget the struggles of the past, and in no
trade were they more severe than in the Atlantic.
SAILING-SHIP OWNERS
Among the sailing-ship owners of the day Messrs. Brocklebank took the
lead. Their ships, distinguished by a white band, seemed to monopolise
the Albert and the Salthouse Docks. They were not only our largest
shipowners but our largest merchants, their ships conveying mostly
their own cargoes. They were very slow in changing over from sail to
steam. Mr. Ralph Brocklebank took an active interest in the affairs of
our Dock Board, and was for many years the Chairman. Sir Thos.
Brocklebank took a prominent position in politics as a Unionist, and
both were very public spirited.
Messrs. Rankin, Gilmour & Co., associated with the old firm of Pollock
& Gilmour, of Glasgow, had a large fleet, mostly engaged in the timber
trade. Mr. Robert Rankin lived at Bromborough Hall, and was for many
years the Chairman of the Dock Board. The firm is now most worthily
represented by Mr. John Rankin, to whose widespread philanthropy
Liverpool is so greatly indebted.
Mr. Edward Bates was among our principal shipowners. His ships traded
with Bombay, were built of iron, and bore family names. To the
surprise of most people, Mr. Bates entered Parliament. He won the
reputation of being the most regular member in his attendance, and was
created a Baronet.
[Illustration: "Aracan," 1854]
Among other owners of sailing-ships we had Mr. James Beazley, who
will always live in our kindly memory as the founder of the Seamen's
Orphanage; Mr. F. A. Clint, Mr. David Fernie, and others.
THE AUSTRALIAN TRADE
Probably the most active trade in the fifties was the Australian
trade, the gold discoveries attracting a large emigration trade. Mr.
H. T. Wilson (the Napoleon of the Tory party) was very prominent and
active in this trade. He founded the White Star Line, which he
afterwards sold to Mr. Ismay. Mr. James Baines (who never appeared to
be able to buy a hat sufficiently large to contain his big head), with
his henchman, Mr. Graves, was always active and pushing, and kept the
Black Ball Line of Australian packets well to the fore. He owned quite
a large fleet of clippers, including the celebrated ship the "Marco
Polo," the "James Baines," the "Donald M'Kay," and others. The
Australian trade did not make fortunes; the soft wooden ships were
costly to maintain, and competition became severe.
S. R. GRAVES, M.P.
was a prominent shipowner. He became one of the Members of Parliament
for Liverpool; he was very popular in the House, and his friends
expected he would have taken a high position had he lived. He was the
popular Commodore of the Royal Mersey Yacht Club, and his schooner
yacht "Ierne" will be remembered by many.
We must not forget the fruit schooners owned by Messrs. Glynn & Co.,
which filled the old George's Dock. They were the Witches of the Sea.
One of our most flourishing trades was the West Coast trade of South
America. It was worked by small barques of 400-500 tons, always smart,
well-equipped vessels, as they needed to be to do battle with the
heavy westerly gales off Cape Horn. Messrs. Balfour, Williamson & Co.,
who owned many vessels in this trade, made a noteworthy departure in
providing a home in Duke Street for their masters and apprentices when
in port.
LEADERS IN SHIPPING
In bringing these sketches to a close, one feels it may be considered
presumptuous to attempt to allot the position which each may claim in
building up our shipping prosperity, but we may point to distinctive
features in the work of each claiming recognition. I think Mr. Charles
MacIver stands out prominently as the founder of our great Atlantic
trade. Mr. T. H. Ismay demands our appreciation for the good work he
did for the ocean traveller--he made the comfort of the passenger his
first consideration. The late Mr. W. Miles Moss can claim to be the
pioneer of the Mediterranean steam trade. Mr. Inman was the friend of
the Irish emigrant. Sir Alfred Jones, the active minded and energetic
owner, whose ambition was boundless and success great. And last, but
not least, Sir Edward Harland, the great master shipbuilder, whose
genius prevailed everywhere, and is still felt.
It is very gratifying to be able to record the successful careers of
many of our shipowners, who, from small beginnings, have achieved not
only wealth, but positions of influence and importance. We have
already alluded to Mr. Ismay, Mr. F. R. Leyland, and Sir Alfred Jones.
The late Sir Donald Currie was for many years head of a department in
the Cunard Co., and became in after years the Chairman and principal
owner of the Cape Mail Line of steamers; and Sir Charles Cayzer, while
in the service of the P. & O. Company, saved sufficient to buy a small
sailing-vessel, and afterwards associating himself with Messrs.
Arthurs & Co., of Glasgow, founded the important line of steamers
bearing his name.
It is a subject for sincere regret that the recent craze for
amalgamation has obliterated so many landmarks in the history of our
shipping. In a very few years names which were household words with us
will have disappeared. Ismay, Imrie & Co., the Inman Company, the
Guion Line, the West India and Pacific, the Dominion Line, the old
Bibby Line have all already gone, and have become absorbed in still
larger companies. The process is still making headway, and in a few
years very few of the old companies will be left, and the headquarters
of our great shipping industry will be in London. This will not make
for the general prosperity of Liverpool, and we shall miss the old
Liverpool shipowner in many ways. It will, however, be always pleasant
to think of how nobly he did his duty. Messrs. MacIver, Inman, Ismay,
Allan, Beazley, Sir Alfred Jones were all distinguished by their
public spirit and their generous support of our charities,
particularly those associated with the welfare of the sailor, and no
Port in the world is so well equipped with institutions which care for
his welfare.