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REMINISCENCES OF A LIVERPOOL SHIPOWNER 1850-1920
REMINISCENCES OF A LIVERPOOL SHIPOWNER 1850-1920
BY SIR WILLIAM B. FORWOOD, K.B.E., D.L. Author of “Recollections of a Busy Life”: “Economics of War Finance”: etc. ILLUSTRATED WITH 22 PLATES LIVERPOOL HENRY YOUNG & SONS, LIMITED MCMXX. The Port of Liverpool—1873 From the Picture by S. Walters...
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PREFACE
PREFACE
The following sketches were contributed to the Liverpool Press ( Liverpool Daily Post , Liverpool Courier , Journal of Commerce ), and they are now published at the request of many friends. Advantage has been taken of the opportunity for revision, and to add further reminiscences. A chapter has also been added descriptive of the part played by the British merchant seaman in the war; and another, published in 1917, portraying the attitude and work of the British shipowner during the war. To do ad
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Chapter I THE PASSING OF THE SAILING-SHIP
Chapter I THE PASSING OF THE SAILING-SHIP
The old sailing-ship, with all the romance which surrounds it, must long linger in the affectionate regard of all British people as the creator of our great overseas trade and the builder-up of our commercial prosperity. The sailing-ship was the mistress of the seas for centuries. She founded our maritime supremacy, was the conveyor of the first fruits of our manufacturing industry to the ends of the world, and enabled us to train a race of sailors unequalled for their skill, courage, and patrio
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Chapter II THE ERA OF THE STEAMSHIP
Chapter II THE ERA OF THE STEAMSHIP
With the “passing” of the sailing-ship much of the poetry and romance of the sea disappeared. The era of the steamship is more prosaic, but it brought with it a recognition of the spirit of the times that the expanding trade of the world and the march of civilisation, demanded speed and regularity in our sea services for their development, and what we have lost in romance we have more than made good by the wider distribution of the world’s products which the facilities for travel and the rapid c
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Chapter III THE EVOLUTION OF THE MARINE ENGINE
Chapter III THE EVOLUTION OF THE MARINE ENGINE
The steamship as a practical proposition developed slowly, being retarded by the dilatory evolution of the marine engine. The first serious effort to apply steam power to vessels of any size dates back to only 1838-1840, years which witnessed the establishment of the Royal Mail, the Peninsular and Oriental, and the Cunard Steamship Companies. Their first vessels were steamers of 1,200 tons, having a speed of eight or nine knots. Such vessels were not formidable competitors of the old packet ship
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Sir Edward Harland
Sir Edward Harland
It is very difficult to give to any one man the credit for the great improvements which have been made, but I think ship designing owes much to the late Sir Edward Harland, of Belfast. He was the first to introduce the long ship with easy lines—easily propelled and excellent sea boats. In designing passenger ships, Sir Edward Harland was the first to see the advantage of placing the saloon passenger accommodation in the centre of the ship (citadel fashion), thus adding greatly to the comfort of
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The Shipbroker
The Shipbroker
In the olden days we had not only shipowners but shipbrokers, who had lines of ships to various places, and who either chartered vessels or loaded them upon commission. The loading brokers made it their duty to call upon the forwarding agents every morning to ascertain what goods they had for shipment. This duty was never relegated to clerks, but was always performed by one of the principals. We have a very vivid recollection of the daily morning visits of Mr. Mors, Mr. Astley, Mr. W. Imrie, Mr.
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Charles MacIver
Charles MacIver
The most outstanding figure among shipowners of 1850-1880 was Charles MacIver, of the Cunard Line, a man of resolute courage and stern discipline. Clean shaven with aquiline features, he looked like a man born to command. I remember when I was Mayor, in 1880, a commission was given to Herkomer to paint his portrait. He asked me what sort of man Mr. MacIver was, and then proceeded to Calderstones to paint his portrait. In a few days he returned, saying he was going home, as he had not found the s
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The Inman Line
The Inman Line
Ten years after the Cunard Company was established the late Mr. William Inman, in conjunction with Richardson Brothers, of Belfast, founded a line of steamers to Philadelphia. Their first steamer was the “City of Glasgow.” They shortly after made New York their headquarters in America. Mr. Inman’s policy was to cultivate the emigration trade, which had hitherto been carried by sailing ships; in this he was very successful, and the Inman Line, which existed for nearly forty years, will be remembe
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The Collins Line
The Collins Line
In 1850 an American line called the Collins Line started in the New York trade. It consisted of wooden paddle steamers with a tonnage of 2,800. They were for those times most luxuriously fitted. They had straight stems, and were known by their black funnels with red tops. The Company was not a financial success, and the steamers were withdrawn in 1858....
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The White Star Line
The White Star Line
The White Star Line was originally a line of clipper ships trading to Australia, and owned by Pilkington and Wilson. The Line was bought by Mr. T. H. Ismay, who had formed a partnership with Mr. Imrie. Mr. Schwabe, of Broughton Hall, West Derby, was a large shareholder in Messrs. Bibby’s Mediterranean Line, and had, much to his annoyance, been notified that he could not have any further interest in their steamers, and the story goes that over a game of billiards he asked his friend, Mr. Imrie, t
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S. B. Guion
S. B. Guion
The Guion Line occupied for many years an important and distinct position. Founded in 1866, their steamers were specially constructed for the emigration trade. After enjoying considerable success, they were unfortunate in adopting new designs which proved very costly experiments. Upon the death of Mr. Guion, in 1885, the steamers were transferred to a public company, which ceased to exist in 1894. Mr. Guion was very highly esteemed, he was a member of the City Council and Chairman of the Watch C
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The Mediterranean Trade
The Mediterranean Trade
In the forties the Mediterranean trade was conducted by sailing brigs and fore and aft schooners. The late Mr. W. Miles Moss, of James Moss & Co., told the story that in 1849, feeling convinced that the time had arrived to introduce steamers, he invited those engaged in the trade to dinner at his house. He gave them his opinion, and added that he had contracted to build a steamer to cost £21,000, and invited his guests to take an interest with him. They responded to the extent of £12,000
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The Bibby Line
The Bibby Line
The Bibby Line to the Mediterranean was established in 1850 by John and James Bibby, who had for many years owned a Line of small sailing-vessels trading to Italy. The success of the Line was largely due to the genius of a young man, Mr. F. R. Leyland, who worked his way up from one of the lower rungs of the ladder, and eventually became the owner of the company. The career of Mr. Leyland is one of the most remarkable in our annals; receiving but a scant education he became a great linguist, an
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W. J. Lamport
W. J. Lamport
The Liverpool shipping trade owes much to the late Mr. W. J. Lamport, who for many years was the Nestor of the trade, and also the founder, in co-partnership with Mr. George Holt, of the firm of Lamport & Holt. Mr. Lamport was a very able man and was the author of the first Merchant Shipping Bill. SS. “Nile,” 1850...
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T. and J. Harrison
T. and J. Harrison
Messrs. T. and J. Harrison, in the sixties, owned a few iron ships in the Calcutta trade, and some small steamers in the Charente wine trade. The late Mr. James Harrison was a genius—some thought he was a little eccentric, but he saw much further than most men, and recognised that there was an opening in the India trade for ships of moderate power that could make their passages with some regularity, and he boldly chartered the ships of Messrs. Malcolmson, which were large carriers, and with thei
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Alfred Holt
Alfred Holt
Mr. Holt claims a prominent niche in our gallery. He was essentially an inventor and a pioneer. In the early sixties he owned a line of small steamers trading to the West Indies, and afterwards he entered the China trade in association with the Swires, and was the founder of the prosperous Holt Line. Mr. Holt was for long years the advocate of the single engine, which he claimed to be the most economical, and also of models having fine lines and a big rise of floor—claiming that it was most econ
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Sir Alfred Jones
Sir Alfred Jones
The late Sir Alfred Jones was a remarkable personality. He climbed up to the prominent position he eventually occupied by the sheer force of his will and character, backed by marvellous industry. I once asked him why he did not take a partner. His answer was, “I will do so as soon as I can find a man as ‘intense’ as myself.” On my inquiry how he got through his work he replied, “System. My day is mapped out—a certain hour for my steamers, another for my banana trade, another for coal, another fo
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Mr. Walter Glynn
Mr. Walter Glynn
We had in Mr. Walter Glynn a successful manager of the Leyland Line, and also a very useful member of the Dock Board. Very blunt of speech, his directness of purpose was a very useful quality in public affairs....
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Mr. William Johnston
Mr. William Johnston
Mr. William Johnston, the founder of the Johnston Line, devoted himself to the building up of his own business, in which he was most successful. He was the first to recognise and profit by through freight arrangements in connection with the great trunk lines of railway in America....
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Rathbone Brothers
Rathbone Brothers
were among the first to form a Line of steamers to Calcutta. The “Orion,” “Pleiades,” and others, were handsome vessels, but the general impression was that they were not sufficiently large carriers for such a distant trade. Mr. William Rathbone’s memory will be long treasured by Liverpool as one of our most useful public men. He represented the town in Parliament for many years, and Liverpool was never better represented. He had an office at the rear of his private residence in London, where he
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Turner, Morrison & Co.
Turner, Morrison & Co.
the owners of the Asiatic Line, trading on the coast of India, were represented by the late Mr. Alfred Turner, who was one of our most large-hearted citizens. When we failed in the eighties to raise money to build a Cathedral on the St. John’s site, he defrayed the whole of the initial expenses. He was for some years the President of the Seamen’s Orphanage....
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Sir Thos. Royden
Sir Thos. Royden
was at one time one of our most prominent shipbuilders. He afterwards devoted his attention entirely to ship owning, in which he was most successful. Sir Thomas was a tower of strength to the Tory party, his eloquence and his smile being among their most valuable assets. Sir Thomas lived to a good old age, and was always prominent in Liverpool affairs....
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Sir Arthur Forwood
Sir Arthur Forwood
founded, in 1865, the West India & Pacific Co., of which he was the Managing Director, until he entered Parliament. He was a man of striking ability and power of organisation, and was endowed with enormous energy. As the leader of the Tory party in Liverpool and in the County he did a great work for Liverpool, and he became the Parliamentary Secretary to the Admiralty....
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The Booth Line
The Booth Line
The Booth Line occupies a prominent position, and has built up a large trade with the Northern Brazilian ports. It was founded by the Right Hon. Charles Booth, the philanthropist, and the late Mr. Alfred Booth. The original Booth Line amalgamated some years ago with Messrs. Singlehurst & Co. It is impossible to refer to the many who have been interested in our Atlantic steam trade who valiantly bore their part in the struggles of the past. In these days, which have been days of remarkabl
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Sailing-Ship Owners
Sailing-Ship Owners
Among the sailing-ship owners of the day Messrs. Brocklebank took the lead. Their ships, distinguished by a white band, seemed to monopolise the Albert and the Salthouse Docks. They were not only our largest shipowners but our largest merchants, their ships conveying mostly their own cargoes. They were very slow in changing over from sail to steam. Mr. Ralph Brocklebank took an active interest in the affairs of our Dock Board, and was for many years the Chairman. Sir Thos. Brocklebank took a pro
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The Australian Trade
The Australian Trade
Probably the most active trade in the fifties was the Australian trade, the gold discoveries attracting a large emigration trade. Mr. H. T. Wilson (the Napoleon of the Tory party) was very prominent and active in this trade. He founded the White Star Line, which he afterwards sold to Mr. Ismay. Mr. James Baines (who never appeared to be able to buy a hat sufficiently large to contain his big head), with his henchman, Mr. Graves, was always active and pushing, and kept the Black Ball Line of Aust
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S. R. Graves, M.P.
S. R. Graves, M.P.
was a prominent shipowner. He became one of the Members of Parliament for Liverpool; he was very popular in the House, and his friends expected he would have taken a high position had he lived. He was the popular Commodore of the Royal Mersey Yacht Club, and his schooner yacht “Ierne” will be remembered by many. We must not forget the fruit schooners owned by Messrs. Glynn & Co., which filled the old George’s Dock. They were the Witches of the Sea. One of our most flourishing trades was
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Leaders in Shipping
Leaders in Shipping
In bringing these sketches to a close, one feels it may be considered presumptuous to attempt to allot the position which each may claim in building up our shipping prosperity, but we may point to distinctive features in the work of each claiming recognition. I think Mr. Charles MacIver stands out prominently as the founder of our great Atlantic trade. Mr. T. H. Ismay demands our appreciation for the good work he did for the ocean traveller—he made the comfort of the passenger his first consider
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Chapter V OUR MERCHANT SHIPS AND THE WAR
Chapter V OUR MERCHANT SHIPS AND THE WAR
The active part taken by our merchant ships in the War, and the brave deeds of our seamen are perhaps too recent to be considered “reminiscent,” yet we cannot but feel that any story of the doings of our merchant navy during the past fifty years would be very incomplete without some reference to the noble part it played in the stirring events of the last five years, and how largely it contributed to the glorious and victorious result. The task of giving even a fragmentary account of the part whi
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1.—Now and After
1.—Now and After
It is unfortunate that no adequate statement has been forthcoming setting before the public the important services shipowners are performing for the country, and the serious position of the shipping industry. Even in the House of Commons the voice of the shipowner has never been effectively raised. It is no exaggeration to say that the shipping interest of Great Britain has sacrificed more than any other leading industry—and the country does not realise the serious difficulties which are in fron
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2.—Difficulties of Restoration
2.—Difficulties of Restoration
We have considered the position of shipping as the paramount industry of the country—its great services in the conduct of the war, and what it is suffering in consequence of the diffusion of fairy tales of the excessive profits made by shipowners. We can now turn our attention to the extraordinary difficulties which stand in the way of the restoration of the shipping industry, which are fraught with considerable peril to the future of our Empire. Shipping may be divided into two classes, both of
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3.—Problems to Come with Peace
3.—Problems to Come with Peace
We can now proceed to consider what will be the position of shipping after the war. This involves much clear thinking, and the discussion of several questions upon which no definite statement can be at present made. We start with a tonnage deficit as compared with 1914 of approximately 3,000,000 tons. The output of new tonnage at present falls short of our losses; last quarter to the extent of 367,296 tons. This is serious, but we are gradually overtaking it. We built last quarter 320,280 tons,
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Chapter VII THE “RED JACKET” A Reminiscence of 1857
Chapter VII THE “RED JACKET” A Reminiscence of 1857
We are justly proud of the development of our steamships—their size, speed, and magnificent equipment—and we are apt to forget that this has always been characteristic of British shipping. In the old sailing-ship days, about 1850-1860, a walk round the Prince’s Dock, crowded with clipper ships, was something to fill an Englishman with pride. The beautiful symmetry of the hull, the graceful sweep of the sheer fore and aft, the tautness of the spars, the smartness of the gear and equipment attract
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Chapter VIII THE “QUEEN OF THE AVON” A Reminiscence of 1858
Chapter VIII THE “QUEEN OF THE AVON” A Reminiscence of 1858
The old-fashioned sailing-ship was handicapped by her inability to contend successfully with strong head winds. After the continuance of a succession of north-west gales the river Mersey and our docks became crowded and congested with outward bound ships waiting for a shift of wind to enable them to get away, and when this took place the river was a wonderful sight. I remember, as a boy, standing on the shore at Seaforth and counting over three hundred sailing vessels of all sorts and sizes work
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Chapter IX THE “GREAT EASTERN” A Reminiscence of 1861
Chapter IX THE “GREAT EASTERN” A Reminiscence of 1861
Some account of the memorable voyage of the “Great Eastern,” when she broke down in the middle of the Atlantic, may be of interest. It is an old story, but it is memorable as marking an epoch in the history of the Atlantic trade, which owes not a little of its progress to its failures. The enterprise which produced these failures is entitled to our admiration for its boldness and courage. The “Great Eastern” was a remarkable ship. She was, in a sense, twenty years ahead of her time. On the other
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Chapter X BUILDING AN EAST INDIAMAN A Reminiscence of 1856
Chapter X BUILDING AN EAST INDIAMAN A Reminiscence of 1856
The building of a wooden East Indiaman recalls much of what was romantic in the history of British shipping—much of what was essentially British in the art of the craftsman. The old shipwright with his black wooden toolbox slung over his shoulder, or plying his adze or the caulking iron, is a type of a British artisan unhappily now becoming extinct. He was no ordinary workman following day after day the same monotonous job, for his work called for the constant exercise of his own individuality,
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The Riddle of the Upper Estuary
The Riddle of the Upper Estuary
We have an upper estuary of the Mersey formed like a huge bottle with a narrow neck entrance at Seacombe, through which the tide rushes at springs at the rate of five or six knots. At Rock Ferry this estuary, like a fan, spreads out to Widnes, Runcorn, Ellesmere Port, and Garston. This vast basin is filled by the tidal waters twice in each day, forming a great lake; at low water we have a vista of sandbanks and water, very beautiful in their colour and light effects, the favourite haunt of wildf
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The Riddle of the Outer Estuary
The Riddle of the Outer Estuary
When we come to consider the conditions affecting the outward estuary, which extends from the Rock Light to the Bar, we have to take into account not only the scouring power of the ebb tide, and its capacity as a sand carrier depending upon the force of the current and the volume of water, but also the action of waves which is very powerful in preventing the undue accumulation of sand upon our shores and upon the great sandbanks lying off the entrance to the port. Standing on the shore at Blunde
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The Old Sea Approaches
The Old Sea Approaches
Having set out the natural forces we have to deal with, we will proceed to consider their effect upon the outer approaches to the River Mersey. These approaches twenty-five years ago were very indifferent. The Bar only carried eight feet of water at low tide, and practically for vessels of any size Liverpool was a closed port for eighteen hours out of the twenty-four. By the employment of sand dredgers, which have removed millions of tons of sand, this difficulty has been overcome, but in deepen
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