David Napier, son of John Napier, was born at
Dumbarton on 10th November 1790, and was thus a few months older
than his cousin.
At the time of his birth his father, who was the
eldest of his family, worked in Dumbarton, but a few years later, in
1802, he removed to premises in Glasgow in the neighbourhood of
Jamaica Street.
When he was five years of age David was sent to the
public school at Dumbarton, where he received instruction similar to
his cousin Robert. Subsequently, on his removal to Glasgow, his
education was continued, and he was taught drawing and mathematics
by Mr Peter Nicholson, the well-known authority on architecture, who
along with John Napier was one of the founders of the Royal
Philosophical Society.
Though David never served a regular apprenticeship,
he turned his hand to everything, and at the early age of twenty he
was taking charge of his father’s business. His father died when he
was young, and the care of the foundry fell on him. Among his
father’s friends and customers — who were not very regular
paymasters—was Mr Henry Bell, known at this time as a house builder.
In this capacity he had been in the habit of visiting Napier’s
foundry in Howard Street, and when he resolved on his experiment
with the Comet he gave Napier the order for the boiler and castings
required. David Napier was thus in the very forefront of steam
navigation; and, grasping the fact of the future of steam-boats, he
erected works at Camlachie Burn, in the east end of Glasgow, for the
purpose of making small marine engines, which he supplied to the
river steamers then building.
In those early days it was considered impossible to
make ship’s machinery capable of withstanding the shock of a heavy
sea, and steam-boats did not venture outside the Cumbrae Heads in
stormy weather.
Napier was familiar with the works of Bossut on the
resistance of fluids; and after making some passages in the Belfast
sailing-packets, he came to the conclusion that the full bow then
considered necessary was not a form suitable for easy propulsion. He
therefore boldly resolved to build a steamer for the Channel trade
in conformity with his own ideas. His first step was to make a model
proportional to the length, breadth, and depth he contemplated; and
having erected a framework on the top of which was a drum for
winding up a weight, he began making “tank experiments” in Camlachie
burn. He continued fining the bow as long as there was any
perceptible increase in speed, taking care to keep the weight of the
block the same. Having at length in this manner determined the most
suitable form, he handed the model to the builder, with instructions
that the vessel was to be constructed in conformity therewith.
This steamer was called the Rob Roy, and despite all
predictions of failure, she proved a great success. With her in 1818
he instituted regular steam communication between Greenock and
Belfast, and afterwards sold her to the French Government, who,
changing her name to Henri Quatre, employed her for years in the
Channel trade. He thus established over-sea communication; and the
Blue-books of the House of Commons record the fact that the vessels
built by David Napier were the first to demonstrate the
practicability of navigating the open sea by steamer.
His reputation as a marine engineer brought him many
orders, and for the extension of his business he was induced to
purchase lands at Lancefield, in the west end of Glasgow, adjoining
the Clyde. There he erected improved works, and also made a dock or
wet basin; and having no further need of his Camlachie premises, he
leased the foundry to his cousin Robert. For many years he was
assisted by David Tod and John Macgregor, who acted as his managers,
and who subsequently founded the well-known firm of Messrs Tod
& Macgregor.
In 1826 he engined the celebrated vessel United
Kingdom, the first of the so-called leviathans. She was 160 feet
long + 26J feet beam, with engines of 200 N.H.P., and was considered
the wonder of her day. People flocked from all quarters to see her,
the general public predicting that she would be too unwieldy at sea.
She left the Clyde on 29th July 1826, with 150 passengers on board,
and made the voyage to Leith round the north of Scotland in
sixty-five hours.
David Napier’s brain was of the most fertile
character; and in addition to introducing many improvements into
steamers, such as surface condensers, steeple engines, feathering
paddles, twin screws, &c., he designed a rotary engine, a floating
battery, a breech-loading gun, a steam carriage, and many other
novelties.
While his ideas were good his work lacked the
substantial qualities which distinguished that done by his cousin
Robert, and the records of the Court of Session bear witness to
numerous litigations in which perforce he was entangled. The
solidity of Robert's work more than counterbalanced the brilliant
design of that of his cousin, and gradually he came to have
preeminence.
In 1835 a disastrous explosion occurred on one of his
steamers, the Earl Grey. She was lying at Greenock, and was
preparing to try conclusions with the celebrated Clarence, when her
boilers burst, killing and injuring many. This accident affected his
health, and in the end of the year David leased Lancefield House and
works to his cousin and removed to London, where he afterwards
engaged in business with his sons. He built some very fast iron
steamers for the Margate traffic, which were considered “highly
dangerous” boats. One of them, the Eclipse, became known as
“Spring-heeled Jack,” and had the distinction of being immortalised
in the ‘Ingoldsby Legends'.
A few years later he retired, and his London yard was
acquired by Mr Scott Russell in connection with the construction of
the Great Eastern.
At the time of the Crimean War he designed a screw
vessel which, in his opinion, would prove invulnerable, and yet have
offensive powers capable of destroying anything afloat. She was
similar to the Monitor which Ericsson subsequently built. The design
showed no sides above water; a curved deck two feet thick, covered
outside and inside with thick iron plates, was intended to serve the
fourfold purpose of giving the vessel greater buoyancy, increasing
the internal head-room, repelling shot, and elevating the aperture
of the heavy gun with which he proposed to arm her. He offered to
supply a breech-loading gun, made of malleable iron, that would fire
twice as quickly as any gun in the Navy, and also suggested that
such a weapon, with an iron proof casemate, should be mounted on a
steam carriage and worked on land. His suggestions, however, did not
find favour with the Authorities, who declined his proposal without
assigning any reason.
Another of the projects of his later years had
reference to the purification of the Clyde. He submitted a plan for
removing the sewage of Glasgow to the open sea by barges, and
expressed his willingness to subscribe £500 to test it; but his
scheme at that time was not considered, though subsequently in
effect adopted.
In his younger days he had acquired a large tract of
land at the head of the Holy Loch, where he built houses, and made
roads on which he employed his steam carriage, which was the first
conveyance of the kind to carry passengers for hire. He also
purchased a small estate at Glen-shellish, situated near the north
end of Loch Eck, where he loved to stay in lonely solitude, thinking
out and maturing many of his inspirations of genius.
After his retiral from business he lived chiefly at
Worcester, from which place we find him writing to his cousin in
1864.
Worcester, Jan. 11, 1864.
Dear Cousin,— ... I am glad to learn my sister is so
much better than she was. The accounts were so alarming I received
at one time, that I had a suit of black prepared, all ready for a
start for Scotland if the next post had not brought intelligence
that she was rather better. The probability now is that she will
wear black for me instead. It is of very little consequence who goes
first. One just goes a little before the other, and all are soon
forgotten.—I am, dear Cousin, yours truly, David Napier.
Robert Napier, Esq.
I can still eat and drink pretty well, but cannot
walk any distance without the fear of falling.
The end came a few years later, and he died in London
in 1869, in the eightieth year of his age.
It has been said that, excepting his cousin Robert,
no man contributed more to the success of steam navigation than
David Napier of Glenshellish. |