which he is able to take of all questions laid before him are so fully
recognised by his brethren in the Free Church that Dr. Buchanan is
consulted on nearly every matter that relates to the welfare of that
body. He can discriminate so nicely and so fairly on the merits of any
one question submitted for his adjudication--his judicial faculty is so
highly developed, that some of those who know him best have hazarded the
prediction that, had he been trained for the bar instead of for the
pulpit, he would by this time have held the position of Lord President
of the Court of Session. Dr. Buchanan is a man of such varied gifts and
accomplishments that he would have shone in any sphere, and in the
interests of Christianity it is a source of congratulation rather than
otherwise that he chose the pulpit for his profession. In this
connection we may mention the fact that Dr. Buchanan has spoken at many
public meetings of a moral, social, and political, as well as of an
ecclesiastical character. One of his last appearances on the City Hall
platform was on the occasion of a meeting held last year to take
measures for providing additional church accommodation in Glasgow--a
desideratum for which he has often and eloquently pleaded.
As an author, Dr. Buchanan's name will be handed down to posterity--at
least so far as his own church is concerned. His "Ten Year's Conflict"
is the only complete and authoritative record of the causes and effects
of the Disruption that has yet been published. He has also published an
able and scholarly work on the "Ecclesiastes;" while his leisure hours
on a holiday tour in the Mediterranean have been turned to advantage by
his publication of an interesting volume entitled "Clerical Furlough."
MR. ROBERT NAPIER.
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.