The desirableness of
making a Canal from the Forth to the Clyde, and so avoiding the delay
and expense of ships having to sail round by the Pentland Firth, was
long ago so apparent; that in the reign of Charles II. the project was
entertained.
In 1723, a similar
project led to the making of a survey by Mr. Gordon, but no result was
produced. In 1761, Lord Napier, at his own expense, had a survey and
estimate made by Mr. Robert M'Kell. The Board of Trustees for the
Encouragement of Fisheries and Manufactures of Scotland, had another
survey and estimate made, which was £80,000.
The merchants of Glasgow,
who were tantalized at the delay in the commencement of such a work, and
apparently in a pet; met, and resolved to make a canal, four feet deep,
at a cost of £30,000, which was readily subscribed. This was
contemptuously termed a ditch-canal, and fortunately was fairly laughed
and written down in a paper war.
Next; the nobility and
gentry of the country, in 1777, began a subscription in London, for
cutting a canal, 7 feet deep, at the estimated cost of £150,000. They
obtained the sanction of Parliament, and were incorporated as “The
Company of Proprietors of the Forth and Clyde Navigation;” their joint
stock to consist of 1,500 shares of ^100 each; with liberty to borrow
,£50,000.
In 1768, the work was
begun, at the east end, under Mr. Smeaton, engineer, Sir Laurence Dundas
of Kerse making the first incision of the ground, on 10th July. In July,
1775, the canal was fit for navigation to Stockingfield, where a side
branch was designed to lead off to Glasgow; and in 1777 the side branch
was completed to Hamiltonhill, where a basin was made and granaries
erected.
A number of families came
from the north of Scotland, and settled in Kirkintilloch while the canal
was being made; some of these were M ‘Kenzies, M‘Larens, Starks, and
Russel Is. The earnings of a man and horse were only one shilling per
day, but Jenny Bull nevertheless managed to build a house in High Street
from her wages received at making the canal, although she always
declared that she had worked like an ox. Wheelbarrows were unknown in
Scotland till they were brought from England, at the formation of the
canal. In making the canal through Dullatur Bog, a very deep moss in the
parish of Cumbernauld, a number of swords, pistols, and other weapons
were dug out; also the bodies of men and horses, and what seems somewhat
marvellous, a trooper, completely armed, and seated on his horse, in the
exact posture in which he had perished. This bog lay directly south of
the field of the battle of Kilsyth, fought between the Marquis of
Montrose and General Baillie, in 1645: and it is supposed that these
were some of Baillie’s men who, in their haste to escape, being ignorant
of the ground, and hard pressed by their enemies, had ridden or ran into
the bog and there perished. Extract of a letter from Kilsyth, January,
1772: "Some time ago the cut of the great canal, through Dullatur Bog,
was filled with water, and shut up at both ends, in order to try what
effect that would have in preventing the banks from falling in, and the
slime, or moss, from spouting up from the bottom of the canal, which has
occasioned its being dug, in many places, two or three times. I am glad
to inform you that this trial has been attended with the desired
success; for in a few days the mossy substance floated in great
quantities, broke down the bank at one end, and, like the Solway Moss,
ran off. It is hoped this cut will now answer, without further trouble
or expense.”—Scots Magazine. The water has never since been let off from
the canal through the Dullatur Bog, so far as is known, for fear of the
bog again giving trouble. The tracking-path through the bog is
continually sinking, and has to be heightened with layers of ashes and
debris. A stable originally built on a level with the tracking-path has
sunk nearly its own height since. When the canal was made at first, it
had the effect of partially draining the whole area of Dullatur Bog, and
millions of frogs, deprived of water, spread over the adjoining country.
By this time, however,
all the original stock; all the amount of a subsequent loan; and all the
proceeds of tolls received, were expended; and the company was plunged
in difficulties and menaced with ruin. Shares were sold at fifty per
cent, discount, and it was doubted whether the canal would ever be
carried through to the Clyde. But, in 1784, Government, out of the rents
of the forfeited estates in Scotland, granted £50,000 towards the
completion of the work; reserving a power of drawing proportional
dividends with the proprietors, and allowing them, on the other hand, to
add their arrears of interest to their principal sums.
In July, 1786, the
cutting of the canal was resumed under Mr. Robert Whitworth, engineer;
and in July, 1790, it was completed from sea to sea.
The basin at Hamiltonhill
being found incompetent; eight acres of ground were purchased at Port-Dundas;
then so named in honour of Thomas, Lord Dundas. Here, suitable basins
were formed, and ground laid off for warehouses, granaries, and a
village.
In the Glasgow Courier,
29th September, 1792, an advertisement appears. “The Committee of
Management of the Forth and Clyde Navigation have resolved . . to expose
for sale a number of building lots in the new town of Port-Dundas. A
delightful prospect will be had from the back windows, in the houses to
be built on the branch of load leading up to the Bason. Each house will
have back ground sufficient for a good garden, and while the inhabitants
have the enjoyment of the country air . . they will be supplied with
water from the canal, properly filtered and purified, and will have many
other conveniences, which will make the village a most desirable
residence.”
The canal was afterwards
carried eastward to a junction with the Monkland Canal, which then
belonged to a different company.
Although the canal was
planned to be no more than seven feet deep, yet, by subsequent additions
to the height of its banks, it became in effect eight and a half feet.
The length of the navigation from Grangemouth on the Forth, to Bowling
Bay on the Clyde, is thirty-five miles: of the side branch to Port-Dundas,
two and three-quarter miles: and of the continuation to the Monkland
Canal, one mile. The number of locks on the eastern side of the island
is twenty; and on the western nineteen; the difference being occasioned
by the higher level of water in the Clyde at Bowling Bay, than in
Grange-bum, or the Carron, at Grangemouth. Each lock is seventy-four
feet long, and twenty feet broad; and procures a rise of eight feet. The
greatest height of the canal is one hundred and forty-one feet; its
medium breadth at the surface fifty-six feet; and at the bottom
twenty-seven feet. Its capacities admit vessels of nineteen feet beam,
sixty-eight feet keel, and eight feet three inches draft of water. It is
crossed by thirty-three drawbridges; and passes over ten considerable
aqueducts, and upwards of thirty smaller ones, or tunnels. The canal has
six reservoirs, covering about four hundred acres, and containing
upwards of 12,000 lockfuls of water.
At West Kilpatrick a
junction canal of about a quarter of a mile was formed and opened in
1839, for the benefit of Paisley, by joining the Clyde opposite the
river Cart.
Through Carron’s channel,
now with Kelvin joined,
The wondering barks a ready passage find :
The ships, on swelling billows wont to rise,
On solid mountains climb to scale the skies ;
Old ocean sees the fleets forsake his floods,
Sail the firm land, the mountains and the woods ;
And safely thus conveyed, they dread no more
Rough northern seas, which round the Orkneys roar.
Not thus the wave of Forth
was joined to Clyde,
When Rome's broad rampart stretched from tide to tide,
With bulwarks strong, with towers sublimely crowned,
While winding tubes conveyed each martial sound.
To guard the legions from their painted foes,
By vast unwearied toil the rampire rose;
When, fierce in arms, the Scot, by Carron’s shore,
Resigned, for war, the chase, and mountain boar ;
As the chafed lion, on his homeward way,
Returns for vengeance, and forgets the prey.
— Wilson's “Clyde”
The original cost of the
canal was ,£330,000. Very soon after the whole work was completed and
the navigation in operation, all gloom on the part of the shareholders
was dispelled: in ten or twelve years the shares were greatly above
their original value,1 and it has since been a
sound and steady investment. The canal now belongs to the Caledonian
Railway Company. It is needless to give dry details of traffic and
revenue, but we may note that in 1839 the chief items of revenue were
from—
One effect of the opening
of the canal was to equalize the price of grain on the east and west
coasts.
The canal was the scene
of experiments in early steam navigation, and many people are still
under the impression that the question was conclusively solved there.
Not so, however; and, as the matter is of much interest, we shall give a
short account of it. Experiments had been made by Jonathan Hulls of
Exeter, in 1736, who took out a patent for his invention, but nothing
came of it.
In 1781 the Marquis de
Jouffroy tried to solve the question, but failed to do it.
Two Americans—James
Ramsay and John Fitch— attempted it — but although they were supported
by Washington, they did not succeed. Patrick Miller of Dalswinton, near
Dumfries, published an account of his experiments in 1787. In 1788 he
had a vessel made with two keels, between which he placed a propelling
paddle-wheel. Mr. Symington of Falkirk made a small steam-engine for
this boat, and a trial was made of it, but without success. Mr. Miller,
still undaunted, got a larger engine made at Carron Iron Works, and
erected it in a gabbard on the canal. It was tried for four miles, but
without satisfactory results.
The Earl of Stanhope next
tried his hand, in 1794, but his lordship's knowledge of mechanical
philosophy, although extensive, was not equal to the task.
In 1801-2 Lord Dundas,
governor of the canal, caused Mr. Symington to construct a steamboat
called the Char-lottc Dundas; and in March, 1802, her powers were put to
the test, when she took two loaded ships in tow, and brought them
through the long reach from Lock No. 20 to Port-Dundas, being 19\ miles
in six hours, with a strong wind against them.
This was the most
satisfactory of all previous results; but still, nothing came of it. The
canal directors were afraid that the undulation of the water caused by
the wheel placed at the stern of the vessel would inflict injury on the
banks of the canal; and so the Charlotte Dundas was laid up at Bainsford
bridge, after costing the company 6,000. Whether she was adapted for a
sea-going ship is a matter of speculation, as she appears never to have
been out of the canal.
Henry Bell, when with
Messrs. Hart & Shaw of Bo’ness, in 1786, formed a strong opinion of the
power and applicability of steam for transmarine purposes, and he
followed out the idea with all the talent and enthusiasm of his nature.
Twice in 1800, and again
in 1803, he brought his plans and models before the British Admiralty,
and urged them to support him; but “my Lords” had no faith in steam
navigation. Lord Nelson, the hero of Trafalgar, however showed more
astuteness. On one consultation he arose, and emphatically said, “ My
lords and gentlemen, if you do not adopt Mr. Bell's scheme, other
nations will, and in the end, vex every vein of this empire. It will
succeed, and you should encourage Mr. Bell.,,
Seeing that nothing could
be done with the British Government, Mr. Bell made correct prospectuses
of his long-matured plan, and forwarded them to the nations of Europe
and the United States of America—the latter being the only power that
took the matter up.
They appointed Mr, Fulton
to correspond with Mr. Bell, and advise them in the matter, and about
the year 1806 Fulton was in England and Scotland. He was a
well-educated, talented, and shrewd man, and was much with Mr. Bell, who
gave him all the information he had, and showed and explained his plans
and models. Fulton also visited the boats which Miller and Symington had
experimented with.
He returned to America,
and, being liberally supported by his Government, launched the Robert
Fulton on one of the American rivers. She was built on the models
supplied by Bell—who also remained in constant communication with
Fulton—and the engine was furnished at Bell’s suggestion by Bolton and
Watt of Birmingham. That the Robert Fulton was the first successful
steamer launched there is no doubt, but how much of the credit is due to
Mr. Bell we have shown.
To Fulton’s dishonour he
attempted to take the entire credit to himself, and totally ignored Bell
in the matter. The American nation have also vainly attempted to take
all the renown of the invention to themselves, but people who are versed
in the subject award it to Bell. Brunei tersely gave it—“ Bell did what
we engineers all failed in : he gave us the sea-steamer. His scheming
was Britain’s steaming.”
Bell in 1812 launched and
sailed the well-known Comet2 the precursor in
Europe of our steam fleet, and uttered these prophetic words: “ Wherever
there is a river of four feet depth of water, through the world, there
will speedily be a steamboat. They will go over the seas: to Egypt, to
India, to China, to America, Canada, Australia, everywhere; and they
will never be forgotten among the nations.”
It is amusing to read
that, “When Fulton started the first steamer in America, it had the most
terrific appearance from other vessels which were navigating the river,
when she was making the passage. The first steamboat— as others yet
do—used dry pine-wood for fuel, which sends a column of ignited vapour
many feet above the flue; and whenever the fire is stirred, a galaxy of
sparks fly off; which in the night time have a very brilliant and
beautiful appearance. This uncommon sight first attracted the attention
of the crews of other vessels. Notwithstanding that the wind and tide
were adverse to its approach, they saw with astonishment it was rapidly
coming towards them, and when it came so near that the noise of the
machinery and paddles were heard, the crews, in some instances, shrunk
beneath their decks, from the’ terrific sight, and left their vessels to
go on shore; while others prostrated themselves, and besought Providence
to protect them from the approaches of the horrible monster, which was
marching on the tide, and lighting its path with the fires which it
vomited.”
It is also interesting to
know, that in 1839, a light railway was made alongside the towing-path
of the canal near Lock 16; a locomotive engine was placed on it, which
towed, by way pf experiment, vessels of all sizes. The passenger boats
were drawn at the rate of seventeen to twenty miles per hour; and a
remarkable feature was noticed, viz.—that the waves, at this speed, were
smaller than those caused by horse-haulage; and instead of following in
the wake of the boat, went direct from it to the shore.
The experiments
conclusively shewed that the towage of vessels was much cheaper by this
method, than by horses. A chain of nine vessels could be towed from the
sea lock to Port-Dundas for 25s.; which, separately, and drawn by horses, cost about 27.
Nothing came of the experiment, -however; and no doubt it was easy to
calculate the cost, if a railway were made, when the expense of making
the railway was not in the estimate.
In 1832, and for some
time after, there were five iron steamers, with paddle wheels in the
stem, plying on the canal, viz.—
There we all discontinued
however, and it was not till the introduction of the screw propeller
that steam navigation on the canal became a success. |