Previous to 1790, Carronshore was the great
centre of sea trade in Stirlingshire. In 1765, a shipping company was
formed there, for the purpose of carrying goods to and from London,
while various vessel regularly arrived with grain from the Baltic, and
wood from Norway. Originally, the shipping accommodation of Grangemouth
consisted alone of a tidal harbour of very limited dimensions. In 1843,
a wet dock, however, was opened, capable of containing 20,000 tons, but
even it, in the course of a very few years, was found altogether unequal
to the demands of a rapidly increasing trade. In 1859, another large
basin was built, with a width of 200 feet, while provision was made at
the same time for taking vessels with timber cargoes through both docks
into one of the ponds for delivery. Within the last thirty years, few
seaport towns have advanced with more rapid strides than the ancient
"Sea Lock." Taking an average of ten years, the number of
vessels that entered the port prior to 1840 was 612, with a gross
tonnage of 31,686. In 1874, the number of vessels was 1853, and the
gross tonnage 393,463. In 1876, the total traffic in and out was 840,326
tons, and of that 524,526 tons were inwards – timber composing twenty
per cent of the trade. Of the inward traffic, again, 335,519 tons went
by canal, and 153,355 tons by railway; only 480 tons were carted away
from and to Grangemouth, though about 2,673 tons were taken into the
local sawmills from the docks. Year by year the port is largely
increasing in business. At present, it ranks about sixth in point of
importance among the seaport towns of Scotland; and when the new docks,
now being constructed by Messrs. Charles Brand & Son, for the
Caledonian Railway Company, are completed, a great stimulus cannot fair
to be given the general trade of the once "Sleepy Hollow."
Meantime, the Caledonian Raily Company give an open preference to
steamers trading regularly between this and Middlesbro’, and also to
Hamburg and Rotterdam, while, for a similar traffic reason, they
likewise reserve berths for the Carron steamers which run to and from
London. The Rotterdam and Amsterdam vessels are five in number, and
belong to Messrs. James Rankine & Son, Glasgow. Their general
cargoes outwards are, for the most part, pig iron and chemicals; and
inward cargoes consisting of Dutch produce – sugar, fruit, &c.,
together with traffic from the Elberfeld district of the Rhine. A
custom-house has been established here since 1st December,
1810, and extends over the out-stations of Alloa, Stirling, and
Kincardine. Formerly, all vessels belonging to Grangemouth were
registered at Borrowstouness.
Town, which dates from 1777, is situated
at the confluence of the river Carron and Grange burn. Its population is
limited, being under 3000. This is to be accounted for from the want of
houses, hundreds of labourers on its quays and in its works having to
reside in Falkirk and neighbouring villages there or four miles off. It
was erected into a burgh under the Lindsay Act on a petition to the
sheriff in 1872, and the first meeting of commissioners took place on
the 31st December of that year. Lying on the level carse, the
place was badly circumstanced for sewerage and drainage. From its damp
and almost swampy soil, it used to be reckoned a perfect hot-bed of
fever and ague; and although the drainage of the land has mitigated the
evil, it has not entirely removed it; besides the town had, until late
years, been supplied with water from the canal and basins much tainted
with sewage. Diarrhoea, dysentery, typhoid, and other diseases were
constantly prevalent, and deaths to frequently ensued. The medical men,
knowing that the water was bad, denounced it as a predisposing cause,
and they suspected imperfect cleansing and drainage as another, and they
were right in both. The late Dr. Watson, who was medical officer of the
local authority, was particularly earnest in pointing out these evils,
and urgently pled that steps should at once be taken for having them
remedied. The deceased gentleman was also the means of a comprehensive
water scheme being introduced. The supply is derived form three sources,
viz.: - Surface drainage, spring and bores (the latter of sand,
sandstone, and clay, to depths varying from 150 to 300 feet), which
combined yield a steady flow of 75,000 gallons daily, providing 25
gallons per head of the population. The spring water can, when required,
be augmented to the extent of 40,000 gallons. Another source, may, in
time, be taken advantage of, namely, the springs adjoining the Millhall
Burn on the Earl of Zetland’s farm of Gilston. The head works, which
are constructed in the Millhall Valley, near Polmont, are close to the
sources of supply, and consist of collecting wells and their conduits, a
settling pond, filter, and intervening regulator valve well, &c.
Mr. John S. Mackay, ex-senior magistrate,
has also been prominent in his good works to the town. His efforts to
repress the ravages of cholera in 1832 and 1848, are, from their
earnestness and self-sacrifice, well worthy of being recorded. In 1834,
at the suggestion of the Governor of the Forth and Clyde Canal, Mr.
Mackay was asked to raise a company for the lighting of the town, and he
was successful in forming the present Gas Company, so that in the
following year the place was lighted in a manner very much to the
satisfaction of the inhabitants. In recognition of his long and valuable
services, he was in January, 1878, presented with a full-size oil
painting of himself, along with a massive silver breakfast tray and
handsome drawing-room clock, with ornaments to match, for Mrs. Mackay.
The present senior magistrate of the port is Mr. Hugh Macpherson, a
shrewd, sensible, and successful man, who carries with him in all his
actions universal respect.
Of recent buildings, the Public Institute
is the principal. It is of a very plain but substantial character, and
consists of two flats. Its front elevation faces Bridge Street, where we
have the main entrance. The ground flat is devoted chiefly to
refreshments; while the second flat is used as a lecture room, and
accommodates from 400 to 500 persons. Here there is also a room in which
the young men’s meetings are held, and a smaller room for committee
meetings. The estimates for the building amounted to 2,100 pounds, of
which 150 pounds was subscribed by the Earl of Zetland, who also granted
the site at a merely nominal feu duty. The foundation stone was laid in
September, 1876.
Kerse house lies on the south side of the
Forth and Clyde Canal. The avenue leading to the mansion is thoroughly
open, with few trees to cast a shade when "the summer sun kings it
o’er the land." Yet the soil of the grounds is exceedingly rich,
and there is a fine free expanse of pasturage. The landscape, too, is
one of rural wealth and beauty – a farm-dotted carse, with its noble
cincture of hills now bathed in a flood of purple light. The earl’s
residence is no pillared palace – a building, in fact, severely plain.
But the whole demesne is of the most simple and ordinary character, and
favoured only on rare occasions with the presence of the noble
inheritor. The ancestors of Sir James Stuart Menteth, Bart., of
Mansfield House, New Cumnock – the Menteths of Rashie and Alva – for
more than three centuries held possession of this estate, together with
that of Randiford and Newlands. Indeed, these same Menteths were, at one
time, the largest proprietors of the district. In 1638, the lands of
Kerse were purchased by Sir Thomas Hope, king’s advocate, from Sir
William Livingstone of Kilsyth. Many years ago, they were bought by Mr.
Lawrence Dundas, merchant, Edinburgh, who was created a baronet in 1762;
and, in 1794, his son, Sir Thomas, was raised to the Peerage under the
title of Lord Dundas. He died in 1820, and was succeeded by his son,
Lawrence, who, in 1838, had conferred on him the title of Earl of
Zetland. In consequence of his death the following year, the estate and
honours fell to his son, Thomas, the present earl.
The project of a navigable communication
through the isthmus, between the Forth and the Clyde, appears to have
been entertained even in Charles II.’s reign, though not acted on. It
was revived in 1723; when a survey of the scheme was made, under the
auspices of government, by Mr. Gordon, author of the Itinerarium
Septentrionale, who seems to have filled the double office of civil
engineer, and military antiquary. In 1761, the late Lord Napier, at his
own expense, employed Mr. Robert Mackell to survey anew and estimate.
Mackell’s report was favourable; and being laid before the Board of
Trustees for the encouragment of Fisheries and Manufactures in Scotland,
led them to employ the celebrated Smeaton to make another survey, and to
estimate for a canal 5 feet deep. His estimate amounted to 80,000
pounds. The Glasgow merchants declared for a canal 4 feet deep, the
estimate for which, 30,000 pounds, they subscribed in two days. The
Scottish nobility and gentry, differing from both classes of the canal
patrons, obtained an Act of Parliament for one 7 feet deep, the estimate
of which was 150,000 pounds. The subscribers were incorporated under the
name of "the Company of Proprietors of the Forth and Clyde
Navigation," their joint stock to consist of 1,500 shares of 100
pounds, with liberty to borrow 50,000 pounds; the holders of 5 shares to
vote, by themselves or proxies, and be eligible as managers. No doubt
the increase of trade between the east and west coasts of Scotland,
together with the great expense of carriage by land, led to the project
of thus uniting the eastern and western seas. The work, from the many
difficulties which were encountered in the execution, was most
appropriately called the "Great Canal." Rocks, quick-sands,
roads, and rivulets had all to be overcome in the line of the
navigation. Operations were commenced at the east end on 10th
July, 1768, under the direction of Smeaton, when Sir Lawrence Dundas, of
Kerse, performed the ceremony of cutting and removing the first spadeful
of earth. There was, however, no such thing as a "silver
trowel" in those days. On the anniversary, in 1775, the workmen
engaged had completed the canal to Stockingfield, within 4 miles of
Glasgow. In 1777, a side branch was finished to Hamilton Hill, where a
basin was formed. By adding, afterwards, to the banks, the canal was in
effect deepened to 8 feet. On 28th July, 1790, the navigation
was opened from sea to sea, by the Chairman of the committee,
accompanied by the Magistrates of Glasgow, pouring into the Clyde a
hogshead of the Forth; the ceremony being witnessed by a vast concourse
of people from all quarters. Eight acres were now purchased nearer
Glasgow than Hamilton Hill, and a larger basin formed, called Port
Dundas. A junction, for the supply of water, was hence effected with the
Monkland Canal, which belongs to another company, and extends 12 miles
eastward, into the Monkland parishes.
Some idea may be formed of the nature of
the undertaking when it is stated that the canal, in its course of
thirty-five miles, passes over forty aqueduct bridges, and is crossed by
thirty-three drawbridges. The largest of the former is that over the
Kelvin, which was begun in June, 1787, and finished in April, 1791, at a
cost of 8,500 pounds. It consists of four arches, with a height of 83
feet – the valley spanned being upwards of 400 feet in breadth. Mr.
Robert Whitworth was at that time engineer, and with great energy and
skill conducted the whole work till its completion. The medium width of
the surface of the canal is 56 feet, and of the bottom 27 feet. Between
Grangemouth and Port Dundas there are twenty locks, and nineteen between
the "great aqueduct" and Bowling Bay.
Although at one period the funds of the
company were in such a depressed state that the stock frequently sold at
fifty per cent below par, the navigation ultimately redeemed itself, and
developed into one of the most remunerative and popular of traffic
industries. In 1799, in consequence of an arrangement with Pitt, and Act
was passed accumulating the whole principal sums and interest due to the
proprietors into a capital of 421,525 pounds, and this amount, divided
by 1,297, the number of the shares of stock, made each share 325 pounds,
on which a dividend of ten per cent was paid at Martinmas of the
following year, the company having previously paid off a debt of 70,000
pounds, which they had borrowed in virtue of one of their Acts. For the
year 1800 the revenue was 21,607 pounds, 6s. 8d., and the total
expenditure 9,497 pounds, 6s. 5d. In 1814, when the revenue amounted to
51,071 pounds, 8s. 10d., and the expenditure to 16,791 pounds, 9s. 8d.,
the company made a dividend of 15 pounds; in 1815 it ws increased to 20
pounds; and in 1816 to 25 pounds. Prior to 1808 they had two track boats
on the canal, which were run three times a week, carrying passengers and
goods. The tonnage dues from sea to sea were 5s. 10d.; from Grangemouth
to Glasgow, 3s. 10d.; and from Bowling to Glasgow, 2s. But this system
was found both in inconvenient and tedious; and the company got built,
for passengers alone, the ‘Margaret,’ ‘Charlotte,’ and ‘Star.’
These boats were drawn by two horses, and left Lock 16 and Port Dundas
every lawful day. The passage of thirty-five miles was performed in five
and a-half hours, and was divided westwards into the following stages; -
Castlecary, Auchinstary, Sherva, Kirkintilloch, Cadder, and Port Dundas.
The cabin fare was 4s., and the steerage 2s. But, by and bye, can ‘The
Rapid,’ the first of the swifts, which was built at Tophill. On the
day of the launch, so high rose enthusiasm that the "bairns,"
who mustered numerously, carried the boat shoulder-high to the starting
lock. The whole travelling arrangements were now complete and elegant.
An exciting spot – gay, heartsome, and bustling – was the
"16" of those days, and few hotels more stirring and
comfortable than that of which the genial and gentlemanly Rankeillor was
host. ‘The Rapid’ made the journey to Glasgow in three and a-half
hours. "Prodigious!" will no doubt be the vehement exclamation
of many an heir to the present flying locomotive age, when the same
distance can be done in about thirty minutes. But with one or other of
those jolly and courteous captains – Napier, Risk, and Hay – at the
helm, the passage from beginning to end was replete with interest of the
most stirring sort. Veterans who remember when six passenger boats plied
daily on the Union and the Forth and Clyde Canals, and when horses, with
their red-coated and cocked-hat riders, did the duty of steam, must
heave a sigh for the "good old days," on seeing what remains
of the water passenger traffic between the two great Scottish cities.
The tiny screw vessel which, in the summer season, still plies between
Port Dundas and Castelcary, is the last link in the history of the
swifts; and there ca be no doubt that Kelvin Valley Railway, lately
opened, will completely annihilate the old system. An afternoon,
however, with the skipper, who is a genuine type of the old Scotchman,
and the scenery of the sail, is thoroughly enjoyable.
The late Mr. Thomas Wilson, of Tophill,
and latterly of Grangemouth, built the first iron boat for the canal
company, which was launched at Fasken, on the 20th May, 1818,
and christened the ‘Vulcan.’ This was the commencement of the use of
iron in Scottish shipbuilding. Two small boats had previously been built
of iron in England; but, with these exceptions, the ‘Vulcan’ was the
first iron vessel constructed. Her builder had great difficulties to
contend with. In an account of the same, which he wrote some years ago
to a friend, he said: - "There was no angle iron in these days, nor
any machinery, except an old-fashioned piercing machine, a cast-iron
grooved block to form the ribs, a smith’s fire; and one foot, knick’d
at a heat, was considered good work." The vessel was designed by
the late Sir John Robinson, of Edinburgh, and was so substantially
constructed, that she is still afloat and doing duty. From time to time
iron inventors have some forward and patented what they fancied new
improvements in the construction of iron ships; but, when the way to
prosperity seemed clear before them, an examination of the old ‘Vulcan’
ever proved that they had been forestalled, and consequently the patents
became null. In 1826, the ‘Cyclops’ followed from the same builder.
She was, however, eventually altered into a paddle-wheel steamer by Mr.
John Neilson, of Oakbank. So much for the Forth and Clyde Canal and its
earlier history. It still continues to have a profitable trade in goods;
and, since it has been managed by the Caledonian Railway Company, the
shareholders have received a yearly dividend of from six to seven per
cent. The chief carriers are Messrs. Burrell & Son, Messrs. J.&
J. Hay, Messrs. Burrell & Son, Messrs. J. & J. Hay, Messrs.
Burrell & Haig, Mr. James Duncan, of Auchindavie; Mr. Malcolm
Maitland, and Mr. John Gillespie.
But there is another association
connected with the canal that cannot be left unnoticed. The hull of the
first steamboat, the ‘Charlotte Dundas,’ lay for many years in a
creek between Locks 8 and 9. The vessel was built in 1801, for Symington,
by Mr. Hart, of Grangemouth. She was 56 feet long, 18 feet beam, and 8
feet deep from deck to keel. Of his earlier experiments Symington thus
writes: - "I proceeded to erect a steam engine upon the principle
for which I had previously procured a patent, having two cylinders of 4
inches in diameter, each making an 18-inches stroke. This engine having
been constructed by my direction and under my eye, I caused it to be
fitted on board a double-keel vessel then lying upon a piece of water
near the house of Dalswinton; and this being done, an experiment was
made in the autumn of the year 1788, when the boat was propelled in a
manner that gave such satisfaction, that it was immediately determined
to commence another experiment upon a more extended scale, which was
made on the Forth and Clyde Canal. The machine was executed at Carron
ironworks under my direction, and was erected in a boat belonging to Mr.
Miller, which had been previously built and fitted up with paddle-wheels
for the purpose of making experiments as to the effect of these wheels
turned by the labour of men already prescribed. I fitted into this boat
a steam-engine with two cylinders, each 18 inches in diameter, and
making a 3-feet stroke; and in October, 1789, in presence of hundreds of
spectators, who lined the banks of the canal, the boat glided along,
propelled at the rate of five miles an hour."
But though the "Charlotte Dundas’
was, some years ago, totally sundered, her timber, for the most part,
has been respectfully preserved. A good deal of it, in fact, has already
passed into appropriate models and articles of furniture; while Mr.
Ralph Stark of Summerford still holds a considerable quantity of her
"ribs."
It must, however, be borne in mind that
one Jonathan Hulls of England, in 1736, obtained a patent for the
propelling of boats by steam; but the engine of his vessel was so
imperfect, as regarded the application of power, that the invention in
his hands never came to aught. And the old ‘Comet’ has been spoke of
as the first steamboat. But the credit of such a performance can neither
be given Bell nor Fulton. The former, we know, long before the ‘Comet’
came out on the Clyde, was a close and frequent inspector of Symington’s
vessel during the many years that she lay in the canal creek; and was
likewise a spectator of the experiments in 1789. Fulton, too, in 1801,
called purposely on Symington to see his boat; when he candidly remarked
that such an invention would be of even greater importance in North
America than Britain, on account of the many navigable rivers and lakes
in the transatlantic country, and the ease with which timber, both for
building and fuel, could everywhere be had. And need we add that it was
1806 before Fulton’s steam vessel made its appearance on the Hudson
river. Symington assuredly would have made more of his invention in
1789, had the Forth and Clyde Canal Company not given him the cold
shoulder. The reason for such discouragement on their part was the
grievance thus stated: - "The undulation of the water from the
paddle-wheel action would have the effect of washing away the banks of
the canal."
Symington received but a miserable reward
for his great and inestimable services. On two occasions he got from
government paltry sums, amounting in all to 150 pounds – a poor
recompense for his long and arduous labours, to which we owe our
magnificent modern steam navigation; and which, while they have promoted
the wealth and best interests of his country and the world, debarred him
from rising to that position of affluence that, had he exercised his
talents, in some paying department of his profession, he would certainly
have attained. His last patent expired in 1812; and immediately
thereafter sea and river began to teem with steamships – the direct
fruit of his unconquerable perseverance and brilliant inventive genius.
He now reposes in the humble churchyard of St. Botolph’s, London,
without even a stone to mark his resting-place. Could national
ingratitude further go? |