The England of beauty,
comfort, and industrial wonders that we know to-day was really born in the
last half of the eighteenth century and the first half of the nineteenth,
and the miracle of the country's rise to power and affluence was brought
about by inventive and practical Scotsmen. One hesitates to make such a
sweeping statement, but justification for it is plainly written in the pages
of history.
We have seen how England was
opened up and made into a green and pleasant land by the great triumvirate
of Scottish builders—Telford, Rennie, and Macadam. We have seen how the
various countries were linked up, socially and industrially, by networks of
roads, bridges, and canals. We have seen how London was transformed by
Scottish builders and planners.
So far we have only looked at
one phase of this truly amazing picture of England's development. The
release of Scotland's long-repressed practical genius had let loose a flood
of inventive brains into England, with results that brought about a
miraculous transformation in that country.
It is time that we followed
young James Watt to London, to see what he is doing there, for this Glasgow
lad started the most beneficent revolution that the world has ever seen. He
had no political theory to offer the English, nor did he evolve any reign of
terror, but from his constructive and inquiring brain came ideas that did
more for humanity in a few short years than all the political dynamiters of
history. It will be worth while to trace this young Scot back to Glasgow.
James Watt was born in
Greenock in the year 1736. His father was a shipwright, a substantial man in
a small way of doing, as they say in Scotland. James was a weakly lad, but
clever. He displayed a talent for making delicate instruments with his
hands, and soon after he left school proceeded to Glasgow to learn the art
of making mathematical instruments. Instead, he was put to the repairing of
fiddles and spectacles and fishing-rods by a silly old Scot who should have
been shot for trying to suppress genius. One is constantly amazed by the
stupidity of mature Scotsmen towards genius. Not one in a thousand ever
recognizes it; not one in ten thousand has the decency to encourage it if he
does recognize it. Genius, like a game fish, has always to fight its way
upstream.
James Watt was not the lad to
be satisfied with mending fiddles and spectacles. He left the Glasgow
shop—one hopes that he banged the door!—and headed for London, with twenty
pounds in his pocket to pay for a year's tuition in a mathematical
instrument maker's shop. This time he made no mistake. He learned something
about the fine art of making mathematical instruments, and, his period of
apprenticeship over, he did something that made him unique—he went back to
Scotland!
He met irritating
difficulties in Glasgow. When he proceeded to earn his living with his
precious tools, the Guild of Hammermen—not to be confused with that other
restraining cult known as Chinese Hatchetmen!—bore down on him with dire
threats. Hoots! The man hadna sairved his seeven years in Glesca! Oot wi'
him!
Things looked bad for the
young instrument maker, but in 1758, fortunately, there happened to be a
young professor at Glasgow University named Adam Smith, who was destined to
start a revolution in England himself before the end of the century. Smith
thought that Watt ought to be given a chance. So did Joseph Black, another
University pillar, and between them they got James Watt appointed as
instrument maker to the University, where he was beyond the jurisdiction of
the pawky Hammermen.
Five years roll on. Watt has
invented a micrometer, has made a pipe-organ, has studied chemistry with Dr.
Robinson, the lecturer in that subject at the University, and has
experimented with steam. A great idea has crept into his brain—the invention
of a steam-engine that would work smoothly, powerfully, and without waste.
James Watt did not, as many
people believe, invent the first steam-engine. Crude engines existed before
he was born, but they were practically useless for sustained and powerful
work, because their inventors did not understand the nature of steam, and
had been baffled by the problem of condensation and wastage. Watt tackled
the ancient conundrum from the right angle—he studied the properties of
steam.
It all came to him in a
revealing flash one day, when he was out walking. Back to the University he
hurried, and up to Robinson's laboratory.
"I've got it!" he exclaimed.
"Dinna fash yersel' aboot it ony mair, man. I'll gi'e ye steam, boiling hot,
in a boiling hot cylinder, and no' waste a particle." He explained it all to
the lecturer in chemistry. He would keep the cylinder constantly hot by
condensing the steam in a separate cylinder and by putting a steam jacket
around the cylinder. Robinson nodded. The old problem was solved. The modern
steam-engine had been evolved in Watt's fertile brain. He knew exactly what
to do to make it a working reality, and set to work with feverish
enthusiasm. In 1769 he modestly applied for a patent on "a method of
lessening the consumption of steam, and consequently fuel, in fire-engines".
The modern steam-engine was
an accomplished fact. The great industrial revolution that transformed
England and the whole world had begun, and for two decades the man who made
it possible continued to be the source of its centrifugal force.
Watt's engines made their
appearance in the Staffordshire coalfields, and were so satisfactory, and
such a decided improvement on the crude contraptions they replaced, that the
demand for them far exceeded the supply. Watt was not idle in the meantime.
He was constantly experimenting with new models, aiming at something still
better, and in 1782 he achieved his ambition. He contrived, in that year, to
produce a vacuum alternately above as well as below the piston, the steam
being at the same time applied on the opposite side. This made the engine
work with equal force in both directions. Watt patented this double-acting
engine on 12th March,
1782. By this achievement he
had produced a rotary engine that was as great an improvement over his first
engines as they were over the primitive conceptions evolved by the Marquis
of Worcester, Savery, and Newcomen. The beautifully functioning steam-engine
that we know to-day had arrived ; all it needed was elaboration and
improvement.
An appalling thought has been
creeping upon the writer, like an assassin. It is the realization that an
Englishman must be introduced into this astounding record of the
achievements of Scotsmen. We have racked our brains to find a method of
keeping this Sassenach out of our story, but he crowds in on us, with his
arm linked familiarly in that of James Watt, and decency obliges us to
introduce him. We present, as hurriedly as possible, and with a feeling that
in doing so we are taking a risk, Matthew Boulton, of Birmingham. He it was
who formed a partnership with the inventor to manufacture and sell the new
engines. He was a big man, like Watt, willing to take a chance, and a
sticker, once he had committed himself to the enterprise. The happy
partnership was of long duration, and before it was terminated both men were
wealthy, their splendid steam-engines were working in a thousand factories,
mines, and locomotives and steamships, and England had been inundated with a
rising tide of new wealth.
James Watt lived to see his
invention transform the world, on land and sea. He saw the vast coal-mines
of England yielding up their wealth, under power of steam, to create, in
turn, steam for a hundred new purposes. He saw sailing ships being
outdistanced and replaced by ships powered by the engines he made possible.
He saw stage-coaches passing from the highways, for on the heels of his
great invention came the railway locomotive. [George Stephenson, who studied
steam-engines in Watt's works at Birmingham, and who, as a result of that
experience, built the first steam locomotive to be used on a railway, was of
Scottish descent. His grandfather was a shepherd in Roxburghshire.] He saw
new factories spring up, saw men and women being drawn, in an ever-widening
stream, into the grinding cogs of lucrative industry, saw the menacing grip
of Napoleon loosened by the trade that developed—saw, in short, the birth of
a new England of steam and iron and coal, a veritable Vulcan among the
nations.
James Watt died on 25th
August, 1819. A huge statue was erected to his memory in Westminster Abbey.
It stands in the chapel of St. Paul, and has a cramped appearance. We would
much rather have seen it standing on a commanding height on the Mull of
Cantyre, looking through the rain and the mist of the Firth of Clyde towards
England and the open sea. On the pedestal of this imprisoned figure of stone
are these words :
"Not to perpetuate a name,
which must endure while the peaceful arts flourish, but to show that mankind
have learned to honour those who best deserve their gratitude, the King and
his Ministers, and many of his nobles and commoners of the realm, raised
this monument up to James Watt, who, directing the force of an original
genius, early exercised in philosophical research, to the improvement of the
steam-engine, enlarged the resources of his country, increased the power of
man, and rose to an eminent place among the most illustrious followers of
science and the real benefactors of the world. Born at Greenock, mdccxxxvi.
Died at Heathfield, in Staffordshire, MDCCCXIX."
After reading that
inscription a good many times, we are more than ever convinced that the
statue surmounting it should stand under the open sky, on the Mull of
Cantyre, where marine engineers of the Seven Seas would see it, and where it
would become grimy with the smoke that drifts down from the furnaces of
Clydebank.
Watt's genius was the
mainspring of the industrial revolution, and it had some curious
repercussions. Up in Glasgow he had come into contact with another Scot
called William Murdoch. The man was a mechanical genius, and he followed
Watt to Birmingham. Watt's steam-engines were revolutionizing the mines of
Cornwall, and to that part of England the practical and resourceful Murdoch
was sent. It was not a place for a weakling. The Cornish miners regarded the
Scot as a foreigner, and proceeded to terrorize him. Murdoch, however, was
just the man for them. One day, when surrounded in his office by a defiant
and threatening group of the miners, he decided that it was time to assert
himself. He accomplished it by locking the door, taking off his coat, and
wading into the delegation of baiters. When four of them were on their
backs, and willing to stay that way, the remainder sued for peace, and
Murdoch unlocked the door and kicked them out into the street. That ended
the reign of terror. Murdoch possessed the strength of three men, had a fist
like a ham, and had learned how to use it before he left the banks of the
Clyde.
He got the worst beating of
his life shortly afterwards, however, and at the hands of the Englishman who
was reluctantly admitted into this chapter of Scottish achievements—Matthew
Boulton, of Birmingham. We knew there was something sinister about this
Sassenach, and we realize, now that it is too late, that we should have
snubbed him right at the start, Watt or no Watt.
While working down in
Cornwall, Murdoch had built the first model steam locomotive ever seen in
Great Britain. It worked perfectly, and after amusing himself with it and
showing it to some of his neighbours, Murdoch packed it in a box and
proceeded to London to take out a patent. Near Exeter he had the misfortune
to encounter Watt's partner on the stage-coach. Boulton was on his way to
see Murdoch. He soon talked the Scot into turning back to Cornwall. On
reaching his home, Murdoch unpacked his model and showed Boulton how it
worked. It was a fatal delay, and shows that a Scot should never allow
himself to be talked out of anything by a Sassenach. Nothing came of
Murdoch's invention, but a pupil of his, Richard Trevithick, built a railway
locomotive at Coalbrookdale, in August of 1802, and got it patented. [It is
frequently asserted in England that Trevithick built the first working model
of a steam locomotive; but the honour really belongs to Murdoch, who taught
Trevithick all he knew about steam-engines.] Twelve years later, George
Stephenson built his first steam locomotive, and to Stephenson belongs the
credit of making the locomotive a practical commercial success. Over all
this inventive activity in the realm of steam, however, the shadow of the
master loomed. All of them had received their training and inspiration at
the feet of James Watt.
We are not yet ready to leave
William Murdoch, for he was making industrial history down in Cornwall. He
had become interested in coal-gas soon after he took up his duties down
there, and was looked upon with a good deal of suspicion when it was
discovered that his house in Redruth was illuminated by some invisible
agency. In 1791 Murdoch spoke to the Royal Society about his experiments,
and the possibilities of coal-gas for illuminating buildings. The Royal
Society listened attentively, but were not enthusiastic.
Murdoch continued his
experiments, and seven years later constructed an apparatus for making,
purifying, and storing coal-gas in commercial quantities. Watt, knowing his
pupil, had become interested, and lo! when the Peace of Amiens was
celebrated in England in 1802, William Murdoch turned up at the great Soho
works of Watt and Boulton and astounded Birmingham by illuminating the
buildings with coal-gas, inside and out. The industrial north was convinced
by the demonstration, and Murdoch proceeded to confer the boon of gaslight
upon the ill-lit factories of England. Installations at Salford, Manchester,
and Leeds convinced progressive factory owners all over the country that the
reeking paraffin lamp had to go. When James Watt visited Glasgow in 1805 he
was pleasantly surprised to discover that gas was in general use in shops
and factories there. Light had come to industry.
Murdoch was keen to get the
contract to illuminate London. When he appeared before a Parliamentary
Committee to press his claims he was closely questioned by the people's
representatives, some of whom were quite as dull as the run-of-mill members
who occupy valuable space in the House of Commons to-day. [Said one Member:
"Do you mean to tell me that it will be possible to have a light without a
wick?" "I do," replied Murdoch. "Ah, my friend," continued the Solon, "you
are trying to prove too muchI"
However, the Scottish
inventor convinced the English statesmen that new light could be brought
into the House of Commons, and in the face of a good deal of criticism
succeeding in introducing his new-fangled idea. Just the same, the English
architect who planned the installation in the House of Commons took no
chances; he placed Murdoch's gaspipes several inches away from the walls, so
that they wouldn't set fire to the woodwork! When the installation was
complete, and the lights actually working, it was a common sight to see
Honourable Members from rural constituencies trying to warm their hands at
the exposed pipes.
Murdoch had triumphed over
darkness. A new use had been found for England's coal. The noisome lighting
conditions of England's factories and shops and homes had been banished, as
if by the hand of a magician. It is an interesting fact that "Merdoch",
pronounced "Murdoch", was the ancient God of Light venerated by the
Assyrians, Babylonians, and Persians. When the Persian Shah, Naser-ed-din,
visited London in 1873, he was astounded to find his suite illuminated by
gas. On making inquiries, he learned the name of the inventor of the new
light. The Shah suggested that Murdoch was obviously a reincarnation of the
ancient Persian deity of light, and so impressed was he by the similarity of
the names and their common association that he took a photograph of William
Murdoch back to Persia and enshrined it in the royal palaces of Teheran and
Kasr Kadjar, where it became a divinity in the religion of the Suffi sect of
Persia.
While William Murdoch was
developing illuminating gas, another Scotsman from Glasgow, James Young by
name, was laying the foundations of another vast industry—that devolving
upon the use of crude oil. Born in 1811, Young took up the trade of a
cabinet-maker in his native city, but he gave it up, like Watt, to study
chemistry, and after a dreary enough struggle to make ends meet, he became
Professor of Chemistry at University College, London. He was also chemist at
Tennant's Chemical Works, in Manchester, and while doing research work for
that company became interested in a petroleum spring that had long been a
feature of a coalmine in Derbyshire. Young evolved a method of refining this
petroleum, erected works for that purpose, and for two years operated his
little oil refinery on a commercial basis. His operations came to a sudden
stop when the well ceased to flow. Young, however, had glimpsed the
possibilities of oil, and he began to search England for new supplies of the
raw material. Two years later, in 1850, he heard that there were oil shales
at Bathgate. He tested them. They yielded 120 gallons of crude oil to the
ton. Satisfied that he had solved the problem of finding a constant supply
of raw material, Young took out a patent for the production of paraffin oil
from bituminous coal and proceeded to erect distillation works near the site
of his supply. His enterprise was entirely successful, in a limited way, and
between 1860 and 1870 the number of oil refineries in England jumped from
six to ninety. James Young was the father of the crude-oil industry. He did
the pioneering work of an industry that was destined to become a
world-circling colossus. As a result of his efforts, England and America
became oil-conscious. After 1870 the Americans began to tap their immense
sources of oil, and English capitalists opened up rich fields in the
Caspian, Burma, and Galicia. The flood of new oil overwhelmed the modest
output of Young's restricted field in England, petrol began to compete with
steam, and the world of transportation entered a new and wonderful era, in
which motorcars and millionaires began to multiply at an astounding rate.
The man who made it all possible, and the man who led the way, was James
Young, of Glasgow.
We have seen how
transportation on land was completely transformed by the inventive genius of
Scotsmen. In a country whose prestige and power had been established largely
on the sea, transportation by sea had not been neglected during the fecund
period which was dominated by Watt, and when the great change did come—the
change from wind-driven ships to steamers—it was brought about almost
entirely by Scotsmen.
It seems advisable to
substantiate that statement with proof, for the honour of inventing and
operating the first steamship has been claimed, with irritating persistency,
by the United States, and even in Great Britain the statement has been
published, over and over again, that James Taylor was the first man to power
a boat with steam. Let us get back to the year 1787 and the true facts of
the matter.
In February of that year, Mr.
Patrick Miller, owner of Dalswinton estate, on the outskirts of Dumfries,
published a pamphlet in which he made this interesting and significant
statement :
I have reason to believe that
the power of the steam-engine may be applied to work wheels, so as to give
them a quicker motion, and consequently to increase that of the ship. In the
course of this summer I intend to make the experiment; and the result, if
favourable, shall be communicated to the public.
It should be noted here that
Miller was a very progressive landowner, who was constantly experimenting
with new ideas. Dalswinton Loch, now almost dried up, lay on the east side
of the River Nith; on the west bank, almost directly opposite, lay the farm
of Ellisland, then tenanted by Robert Burns, the poet. Miller carried out
the plans mentioned in his pamphlet in October of 1788, and the following
account of the first trial of a steam-driven boat was published in the
Dumfries Journal, copies of which may still be seen:
The following is the result
of an experiment no less curious than new. On the 14th instant a boat was
put in motion by a steam-engine upon Mr. Miller's (of Dalswinton) piece of
water at that place. For some time past his attention has been turned to the
application of the steam-engine to the purposes of navigation. He has now
accomplished and evidently shown to the world the practicability of this, by
executing it upon a small scale: a vessel twenty-five feet long and seven
broad was, on the above date, driven with two wheels by a small engine. It
answered Mr. Miller's expectations fully, and afforded great pleasure to the
spectators present. The engine used is Mr. Symington's new patent engine.
That aggravatingly inadequate
report was written for the local newspaper by Mr. James Taylor, who was
employed as a tutor at Dalswinton. Several years later Taylor was credited
with inventing the steam-driven boat that threshed its way across Dalswinton
Loch, and the error has been repeated again and again in print. That Miller
was the man behind the idea is clearly indicated in Taylor's report of the
demonstration.
The next step in the
development of the steamship was taken by William Symington, when, in 1801,
he succeeded in enlisting the support of Lord Dundas, who was the dominant
figure in the management of the Forth and Clyde Canal, in connection with
demonstrating the speed of a steamboat called the Charlotte. Dundas.
Symington built this boat and engined her. Thousands of Scots—and at least
one Scots-American whom we shall identify later—saw Symington's craft
churning up the canal at a speed of seven miles an hour. This was the first
steamboat to be used for practical purposes.
Unfortunately for the
inventor, the canal directors decided that the giddy speed of the Charlotte
Dundas—seven miles an hour!—would wash away the banks of the canal. She was
tied up. Symington was unable to overcome the setback, and we have to record
the melancholy fact that the ingenious fellow died under conditions of
extreme poverty.
After Symington came Bell, a
Scottish stonemason who had deserted that trade to become a millwright. Bell
went to London about 1785, and remained there until 1790, when he went back
to Glasgow. In 1812 he launched the Comet, a thoroughly satisfactory
steamboat. She was built by John Wood, of Port-Glasgow, and her engines were
put together in the foundry of David Napier. She was 42 feet long, 11 feet
broad, had a draught of 5½ feet, and was driven by a three-horse-power
engine. The Comet plied between Glasgow, Helensburgh, and Greenock, and even
ventured as far as Oban.
At this stage of the
development of the steamship, American claims of producing the first one
were put forward, and it must be added that they have been put forward so
persistently ever since that there are few Americans to-day who do not
believe that their country enjoys the distinction of having produced the
first steam-driven ship. The claim is absurd. The United States inventor,
Robert Fulton, launched his steamboat, the Clermont, on the Hudson River in
1807. It was a satisfactory craft, and no wonder! Fulton was the son of an
Ayrshire farmer, and he was over in Scotland studying Symington's Charlotte
Dundas when she was churning up the waters of the Forth and Clyde Canal away
back in 1801. Fulton was just seven years too late to invent the steamship,
but in view of the fact that he was a Scot we are constrained to treat him
leniently. Had he been an Englishman, or an American, our references to his
claims would have been masterpieces of invective.
The first steamship that
plied the Thames was the Marjory. She was built by W. Denny, of Dumbarton,
in 1814—a Scottish achievement from stem to stern. In the same year three
more steamships were built at Dundee, and engined by John Robertson, of
Glasgow, and two of them went to the Humber. In 1838 the Sirus, built by
Menzies and Son, of Leith, and engined by Wingate and Company, of Glasgow,
sailed from Cork to cross the Atlantic in eighteen days. The growth of the
Clyde had begun. The bold genius of her shipbuilders and marine engineers
was revivifying England's trade and carrying the British flag into every
port of the Seven Seas.
One of the first Scots who
rose to a commanding position in the world of ships in England was Sir
William Fairbairn. He was born on a farm near Kelso on 19th February, 1789,
and started his career as a labourer in connection with the construction of
the Bridge of Kelso—one of the first built by Rennie. After several years of
hard labour and small pay he headed for London. He had a pretty hard row to
hoe there. He found the trade unions hostile, could not get past the
barriers they erected against the free movement of labour, so drifted to
Greenwich, and invented a machine for chopping sausage-meat!
It was not the sort of
achievement that entitles a man to burial in Westminster Abbey, but it put
thirty-three pounds in the pocket of the needy young mechanic. He drifted to
Newcastle, worked for eight shillings a week in a colliery, and studied
engineering at night. He had become interested in iron and shipbuilding.
Dublin, he thought, might give him the chance he sought. He crossed over to
Ireland, landing there with practically empty pockets. When he started to
look for work he was again frozen out by the spacious-minded trade
unionists. (We pause to note how often these noble-minded champions of the
working man have come into this record of achievements—as stumbling-blocks
in the paths of able and ambitious men who really made the organized wealth
of trades unions possible.)
It was probably a good thing
for England that Fairbairn was denied his chance in Ireland, for he crossed
over to Manchester. There, in the cotton capital, he got a job—and his
chance. He invented efficient cotton-spinning machines that threw the old
models into the discard. Indeed, his labour-saving inventions were
instrumental in giving Manchester the lead in the cotton-spinning industry.
Year by year his interests expanded and his influence grew; he became one of
the great men of Manchester because he was always ready to serve the
community.
The idea of building iron
ships had seized Fairbairn's mind, and in 1830 he had several under
construction. They proved to be as satisfactory as wooden ships. A new
chapter in marine history was being written. Fairbairn opened his vast works
at Millwall, on the Thames, and in fourteen years he built 120 iron ships,
including the Great Eastern, the leviathan which carried the Atlantic cable
in her bowels. Fairbairn was the man who put iron ships on the sea. Honours
poured in upon him. He was elected President of the British Association. A
baronetcy was offered him. He declined it at first, but accepted it,
reluctantly, in 1869. When he died, in the year 1874, iron ships, built in
British shipyards, were steaming into all the ports of the world.
On the Clyde wonderful things
were being done. A Glasgow minister's son, George Burns, in partnership with
his brother James and another man called Hugh Mattie, had started a line of
little sailing-ships between Glasgow and Liverpool in 1824. They got along,
and in 1838, with the help of Samuel Cunard, they established the Cunard
Line with four steamers of a thousand tons each. A great deal of mail has
crossed the Atlantic Ocean since those days, and the culmination of George
Burns' pioneering efforts as a shipowner was seen on September 26th, 1934,
when Cunarder 534—we like that mysterious number, because it stood so long
as a symbol of the courage and craftsmanship that went into the construction
of the largest ship ever conceived by the minds of men—slid into the Clyde.
[The gross tonnage of Cunarder 534 is 73,000 tons, her length is 1018 feet,
and she has been designed to accommodate 4000 people. In the words of Sir
Thomas Bell, K.B.E., managing director of John Brown & Co., Clydebank, and
Sir Percy E. Bates, Bt., Chairman of the Cunard Company : "The design of the
great liner is the culmination of a century of progress in naval
architecture and marine engineering."]
John Elder, the great
Scottish marine engineer, did much to make the Clyde supreme in the
shipbuilding art. It was Elder who designed and built, in 1854, the first
compound marine engine. Tested in the steamer Brandon, it was found to
reduce the consumption of coal by nearly 40 per cent. By enlarging Watt's
ideas, Elder steam-jacketed the cylinders and again cut fuel costs
substantially. His next achievement was the invention of the surface
condenser, which he tested out in the Royal Bride in 1858. Then, as a
fitting culmination to his remarkable career, Elder patented triple and
quadruple expansion engines, out of which developed triple and quadruple
screw propellers and the trans-Atlantic nonpariels that made the Union Jack
a synonym for matchless speed at sea. Through it all we glimpse the genius
of Watt.
The Virginian took the water
for the Allan Line, then the Carmania for the Cunard Line, and then came the
Lusitania, of imperishable memory. She went out into the Atlantic in 1910 to
take the trans-Atlantic record from the German ship, Kaiser Wilhelm,
crossing from Queenstown to New York in four days, ten hours, and forty-one
minutes. Probably the Germans never forgave her for that performance!
De luxe liners were not the
only contribution the Clyde was making at this period to the country's
maritime power. From her busy yards came warships—the Ramillies, the
Jupiter, and the Terrible ; deadly cruisers—the Hindustan, the Inflexible,
and the Tiger ; and super-dreadnoughts like the Indomitable and the Hood.
The mariners of England that guard our native shores owe more than they
perhaps realize to the unmatched skill of the Clydeside shipbuilders and
marine engineers.
The Clyde! How much the Flag
owes this muddy, man-made waterway of ours! How much, indeed! To enumerate
the achievements of the shipbuilders and marine engineers who have come and
gone at Clydeside would be to write the most inspiring chapters in the
maritime history of the world. The shades of giants haunt these clanging
shores. The very ugliness of the soiled channel is something to revere, like
unto the gnarled and wrinkled hands of a mother worn and disfigured in the
service of her children. We cannot look upon this old river without emotion.
For us it symbolizes, far more than any turreted castle we have ever seen,
the courage, faith, and practical genius of the common people of Scotland.
Let Glasgow Flourish!
All through the nineteenth
century the inventive genius of Scots continued to add power and wealth to
England. In the year 1810 Sir John Leslie made artificial ice in Edinburgh.
In 1819 Charles Macintosh, a Glasgow chemist, succeeded in finding a cheap
solvent for indiarubber, and began to manufacture the first practical
waterproof fabrics that the world had ever seen. He operated a successful
factory in Glasgow, then opened a branch in Manchester. From that day onward
Englishmen began to go out in the rain, and golf—a game they picked up in
Scotland—proceeded to undermine the country. [Our English friends, it must
be admitted, have been quick in the uptak'. By observing the Scots closely,
they learned to eat porridge and marmalade in the morning, and drink whisky
at all hours of the day and night. When they venture abroad they are
generally dressed in reverberating Harris tweeds.] Macintosh also invented
the highly useful method of printing calico and silk by the application of
his indiarubber and naphtha varnish. The name of this really remarkable man
has been so closely associated with his waterproofed cloth that the world
has almost forgotten the important fact that he invented and patented a
process for converting iron into steel by the use of carburetted hydrogen
gas.
The bicycle was invented by
Gavin Dalziel, of Lesmahagow, in 1836. It was a crude machine, but
improvements soon came, and what this Scottish invention accomplished in
England was strikingly illustrated by the industrial shake-up that took
place in the town of Coventry in the late 'seventies and early 'eighties.
The collapse of the silk and watch-making industries between 1860 and 1870
had left the town in acute distress, but it pedalled out of its difficulties
by turning its idle factories to the manufacture of bicycles. Factory after
factory took up the new machine, improvements in models came thick and fast,
and by the year 1885 there were no fewer than 175 firms making bicycles in
the English city. Coventry has been scorching after prosperity ever since,
and of its thousands of skilled bicycle-makers, not one in ten is aware that
it was the invention of a Scot that rescued their city sixty years ago. [The
first practicable pneumatic tyre was invented by Mr. J. B. Dunlop, of
Dreghorn, Ayrshire, in the year 1888. The Dunlop Rubber Company to-day is
associated with the business of Charles Macintosh & Co., founded by Charles
Macintosh, who invented the waterproof coat.]
During this extremely active
period in manufacturing and construction, John Neilson, manager of the
Glasgow Gas Works, invented the hot-blast method of treating iron. The
process gave a tremendous impetus to the British iron industry, for the
substitution of a hot blast for a cold blast before injecting the iron into
the furnaces reduced the quantity of coke consumed in the smelting of a ton
of iron from eight tons to a quarter of that amount.
The age of electricity may be
said to have dawned at the middle of the nineteenth century, and, like that
of steam, it was brought about by Scotsmen. As far back as 1834 James Bowman
Lindsay, an unschooled genius of Dundee, had astonished his neighbours by
illuminating his modest home with electric lamps. The first suggestion of
wireless telegraphy came from this man in 1845. He had discovered that the
earth, and the sea, could be used as conductors of electrical impulses, but
he was unable to translate his knowledge into the actual transmission of
wireless messages because he lacked the sensitive apparatus necessary to
detect the weak electrical currents involved. He had pointed the way,
however, and other Scottish scientists were destined to play important parts
in making his dream come true. In 1864 James Clerk Maxwell, another Scot,
proved by mathematical equations that a changing electric current produces
waves in the all-pervading ether, moving at the speed of light, and that
light, heat, and electrical waves were fundamentally identical.
Thus electricity emerged from
the realm of obsure speculation, and soon afterwards two miraculous and
world-transforming inventions were put forward by Scots. [It is worth noting
that the gramophone—then called the phonauto-graph—was invented by Leo Scott
in 1856. Thomas Edison improved it and made it a great commercial success,
but the credit for inventing it belongs to Scotland.]
The first of them was the
incandescent lamp. It was the child of the brain of Joseph Wilson Swan, of
Glasgow, whose patent was dated 1878. As far back as 1845—probably inspired
by Lindsay's pioneering efforts—Swan had been experimenting with his new
lamp. In 1860 he had actually made one, but was checked, from the commercial
standpoint, by the inadequate dynamos at his disposal. He did not drop the
idea, however. Between 1870 and 1880 he was working on it again, and success
crowned his efforts, for on 18th December, 1878, he exhibited a carbon
incandescent lamp and lectured on it before the Newcastle-on-Tyne Chemical
Society.
Two years later Swan patented
his "parchmentized thread". He had discovered a new material with which to
replace the paper thread used as the carbon-forming substance. It was made
by treating cotton yarn with sulphuric acid. The yarn, he found, became so
agglutinated in the process that it lost its fibrous quality and, on being
dried, became as hard as catgut and capable of being drawn through dies to a
wire of perfect roundness. It was the key to the successful manufacture of
incandescent lamps. In October of that year he gave a lighting demonstration
with his lamps at Newcastle, and under the trade name of "The Swan Electric
Light Company" began to turn out lamps in commercial quantities.
Before the end of 1881 Swan's
lamps were illuminating London. The Mansion House, the British Museum, the
Royal Academy, the Savoy Theatre, and many other well-known buildings
boasted of Swan installations. The inventor was recognized as the genius
that he was. He was elected a Fellow of the Royal Society in 1894. Four
years later he was elected President of the Institution of Electrical
Engineers. In 1901 he was elected President of the Society of Chemical
Industry, and in 1904 a knighthood was conferred upon him.
That Sir Joseph Wilson Swan's
reputation and brilliant accomplishments in the electrical world have been
almost totally obscured during the twentieth century is a curious fact, and
it is the result of two conditions—the hopelessly backward state of
electrical development in this country, [The consumption of electrical units
per head of population per year in Great Britain stood at 256 in 1933. In
Canada the consumption per head of population is 1409.] and the aggressive
commercial development of electricity in the United States since the
beginning of the present century. We recall a controversy that flared up
momentarily in the American press a few years ago, when the late Mr. Thomas
Edison was being honoured —largely through the grandiose efforts of Mr.
Henry Ford—for his supposititious invention of the electric lamp.
Nobody in the United States
has ever heard of the real inventor—nor wishes to hear about him. Edison was
hailed, in the citadel of Henry Ford, as the great giver of light. A dour
and obscure Scot raised his voice in protest in the correspondence columns
of a leading newspaper, pointing out that a Scotsman, Sir Joseph Swan, had
really been the pioneer in electrical illumination. The Scottish dissenter
had a few supporters, but they were buried under the avalanche of adulation
that swept towards Edison. No good American would believe, for a moment,
that Edison had a predecessor in the realm of electrical development.
We have no desire to minimize
the achievements of the American inventor, but it must be said, flatly, that
he was twenty years too late in perfecting his electrical lamp to be
entitled to the honour of being called, as he has been, "The Father of
Electric Lighting". His relation to it was more like that of a rich uncle.
He lit his first lamp on 21st October, 1879—forty-five years after electric
lights shone in the Dundee home of James Bowman Lindsay and nearly twenty
years after Sir Joseph Swan perfected his first lamps. Edison's reputation,
however, has eclipsed that of the real inventors of electric light simply
because of the appalling apathy of the British people towards electrical
developments, the dull indifference of the modern Scot towards the real
architects of their country's greatness, and the vast energy of Americans in
promoting the use of electrical devices. One finds more electrical
conveniences in one State in the United States than one could find in all of
Scotland, and Edison has been constantly credited with the rising tide of
electrical consciousness that has long been a characteristic of the American
people. This country has allowed the name of Swan to become a faint echo to
the resounding name of Edison. [It is an interesting fact that Scotsmen have
had a good deal to do with spreading electrical power throughout London and
England. Sir Alexander B. W. Kennedy, LL.D., F.R.S., planned the whole
system and works, and was Chief Engineer until his death in 1928, of
Westminster Electric Supply Corporation. The first electric generating
stations built in many provincial towns of England were of his planning. Sir
Alexander electrified the tramways for Central London, schemed the whole of
the electrical part of the Waterloo and City Railway, and prepared the plans
for the electrification, west of Paddington, on the Great Western and
Hammersmith and City Railways. Sir Duncan Watson was the first Chairman of
the London and Home Counties Joint Electricity Authority. Sir Andrew R.
Duncan was Chairman of the Central Electricity Board.]
Not much had come out of the
electrical theories of James Clerk Maxwell, but in 1887 they were taken up
by Heinrich Rudolf Hertz, a brilliant young German professor of physics.
Hertz went further than Maxwell, by demonstrating that electric waves
existed in free ether, and, like light, could be sent in all directions. The
German invented a transmitter and a crude detector that showed how these
waves might be produced and detected, as they passed through space. As a
result of this original work the world first heard of "Hertzian Waves", and,
be it added, the scientific basis of wireless telegraphy. Nine years later
Guglielmo Marconi solved the practical problem of wireless transmission by
inventing the spark-coil transmitter and coherer receiver.
We have searched frantically
through the branches of this distinguished Italian's family tree in the hope
of discovering that his paternal ancestors were McCronies, but we have to
admit, and we do so with profound sorrow, that the man who, on 12th
December, 1901, stood on Signal Hill at St. John's, Newfoundland, watching
kites that bore antennae wires aloft to intercept feeble signals that came,
like magic, across the Atlantic Ocean from Poldhu, Cornwall, was not a Scot.
It is something, however, to know that the man who first glimpsed the
miracle of wireless telegraphy was a Scot, and that the man who invented the
next great miracle of wireless transmission was also a Scot. [The inventor
of the first practical television apparatus for the instantaneous
transmission of photographs by wire or wireless was John L. Baird, who was
born at Helensburgh in 1889.]
Almost contemporaneous with
the invention of electric lighting was the invention of another amazing
electrical device that linked up humanity—the telephone. In Canada the great
majority of the population labour under the pleasing delusion that a
Canadian was its inventor. They might, with equal justice, claim that a
Newfoundlander invented wireless telegraphy, simply because Signor Marconi
stood on the soil of that island to test his theory of trans-Atlantic
wireless transmission. It was a Scotsman, born and bred, who invented the
telephone. His name was Alexander Graham Bell, and he was born in Edinburgh
in 1847. His father, Alexander Melville Bell, was at one time a lecturer on
elocution in University College, London. Alexander, the son, was also a
teacher of elocution, and, like his father, had given a great deal of study
to the science of sounds. Ill-health, however, overtook him when he was
twenty-four, and the family moved to Brantford, Ontario, Canada, hoping to
win back his health in that robust climate.
In Canada Alexander Graham
Bell continued his studies of the science of voice production, and soon
after his arrival in the Dominion he received an appointment as teacher to
deaf children in a school in Boston, Massachusetts. He began to experiment
with the telephone in 1874, and in 1876 he exhibited his first instrument at
Philadelphia. In the same year he exhibited the instrument before the
British Association in England. He deposited his patent at Washington on
14th February, 1876.
There was no mistaking the
significance of the strange invention, and the inventor had no competitors
for the honour of producing it. In the year 1882 he was in England, and
demonstrated his invention to Queen Victoria at Osborne. The telephone was
an accomplished fact. In 1879 the first exchanges were opened in London, and
Englishmen began to learn to say: "Are you theah?" Scotland, of course, has
been slower than any other country in the world, except Burma, to utilize
the great invention of her countryman.
Before leaving this period of
electrical inventions, it is necessary to mention the achievements of
another Scotsman, Lord Kelvin. In this man, who started life on 26th June,
1824, with the plain name of William Thomson, we have one more illustration
of the transcendent genius that blossomed in Scotland in the last century.
Lord Kelvin's intellectual capacity was abnormal. At the age of twelve he
translated Lucian's Dialogues of the Gods, with full parsing of the first
three dialogues, and at twenty-two he was Professor of Natural Philosophy at
Glasgow University and had already impinged his personality upon the world
of science. Kelvin, like James Clerk Maxwell, glimpsed the miracle of
wireless telegraphy, and as early as 1853 wrote a paper entitled "Transient
Electric Currents", which laid down the principles of wireless telegraphy.
This man's achievements in
the higher realms of mathematics and physics—he made the science of
thermometry definite by introducing the absolute scale of temperature—marked
him as one of the greatest scientists of his age; but his most interesting,
and probably his most practical, achievement, was the part he played in the
laying of the trans-Atlantic cable. The romantic story of the laying of the
cable is seldom heard nowadays, and when it is, the name of Lord Kelvin is
seldom mentioned at all. Yet without this Scotsman's genius and
determination the cable might never have succeeded. It was he who delved
into the theory of it, explaining how to overcome the retarded speed of the
cabling. He became a member of the Board of Directors of the company formed
to float the project, never relaxed his interest, and invented delicate
apparatus to make the cable work. The idea of laying the cable originated in
the mind of Cyrus Field, an American, and to Field belongs also the credit
of promoting the idea with dauntless zeal; but when he had "sold" the
idea—the majority of the stock in the enterprise was taken up in Great
Britain—he receded into the background and British pioneers took up the
sterner task of getting the cable laid and operating successfully.
In this tedious and
discouraging battle against Nature, Scotsmen played a great part. The
leviathan that carried the cable in her bowels—the Great Eastern—was built
by a Scottish shipbuilder; her commander, Sir James Anderson, was a native
of Dumfriesshire; and all the delicate instruments for testing and working
the great cable were invented by Lord Kelvin and manufactured by Mr. James
White, the Glasgow optician. Among these infinitely delicate instruments was
Kelvin's "mirror-galvanometer", which he patented on 20th February, 1858,
and which proved to be the key that opened the heavy door to submarine
telegraphy. Without this invention, submarine telegraphy would not have
developed the way it did.
The laying of the cable, of
course, was attended by many costly and disheartening mishaps. Twice it
snapped in mid-ocean. Kelvin was not dismayed. He was aboard the Agamemnon
on 17th July, 1858, when she steamed away from Queenstown on the third
attempt to complete the project. Again misfortune overtook the pioneers, for
the cable went dead on October 20th. It seemed hopeless to go on with the
scheme. The harassed directors of the company began to quarrel among
themselves, and their relations with Whitehouse, the English engineer,
became very strained. Lord Kelvin, with Scotch tenacity, held on, and in
1866 he was aboard the Great Eastern when, on July 12th, she set out on her
final attempt to complete the laying of the cable. This time success came,
and Lord Kelvin read the first faint message that crossed the Atlantic Ocean
at the conclusion of the voyage. The Old World and the New World had been
linked up.
It has been said that England
was built by coal, iron, and Scotsmen; but in view of the facts, we think
the statement is much too broad. All things considered—and nothing would
induce us to look at the matter from the purely Scottish angle—we are firmly
of the opinion that, in the interests of accuracy, the reference to coal and
iron might be quietly dropped!