Succeeding his cousin in the Lancefield Foundry, as he had previously succeeded him in Camlachie, Mr. Napier was enabled, by the acquisition of better facilities to undertake a much larger amount of work, and with Mr. David Elder, an engineer of much experience and inventive genius, as his manager, he speedily laid the foundations of an altogether exceptional reputation as a marine engineer. In 1826 he engined the Eclipse, a vessel employed on the Glasgow and Belfast route; and in 1830 he became connected with the City of Glasgow Steam Packet Company, projected for the purpose of running first-class vessels between Glasgow and Liverpool, through which his maritime influence acquired an additional impetus. Indeed, from this time forward, no steamship company of any importance was started on the Clyde without Mr. Napier being called in to consult. In the year 1834, he contracted for and engined several vessels for the Dundee and London Shipping Company, of which Mr. George Duncan, late M.P. for Dundee, and a very warm friend of Mr. Napier's, was a leading director. The Clyde-built vessels belonging to this concern were admired by all who saw them, and they presented a marked contrast to the other steamers that were to be seen in the London Docks.
Mr. Napier engined and supplied the East India Company with the Berenice, 220 horse power, in the year 1836, and subsequently with the Zenobia, 280 horse power, both of which were used as war and packet ships by the company. In 1839, the British Queen followed with engines of 420 horse power, which were then considered of extraordinary size. Several finely modelled steam-yachts were also supplied about this time to the order of that great turf celebrity, the late Mr. Assheton Smith. Amongst these we may mention the Fire King, 230 horse power, a vessel which was the first illustration of the hollow-line system, and which proved itself to be the fastest steamer then afloat. In the year 1840 the Government was induced to enter into a contract with Mr. Napier to supply engines for two new war vessels, the Vesuvius and Stromboli, and, when the return for the cost of repairs, &c., of a number of war ships—including the Vesuvius and Stromboli—was ordered by the House of Commons in the year 1843, it was found that the work executed by Mr. Napier stood the test most favourably when compared with that done by some other engineers, and consequently proved economical to the nation. The origin of the British and North American Mail Company, or, in other words, the Cunard Company, in the year 1840, was an event of immense national and international importance, to the bringing about of which Mr. Napier contributed both by his counsel, and by his supplying the first vessels. Sir Samuel Cunard, who was evidently a man of immense enterprise and rare foresight, came across the Atlantic with the view of taking measures for the projection of a line of steamships between London and New York. Having been introduced to Mr. Napier through his friend Sir James Melvill, of the India House, Sir Samuel contracted with him for four vessels, each of 900 tons and 300 horse-power. Mr. Napier assured Sir Samuel at the time that vessels of this size would be inadequate for the requirements of the Atlantic trade, and suggested that they should be 1200 tons and 400 horse-power; but as he failed to alter Sir Samuel's mind on this point, he proceeded with the building of the vessels according to contract. Only a very short interval had elapsed however, when Sir Samuel again saw Mr. Napier, with whose views as to the size of the vessels he declared his complete acquiescence, although, he added, their cost, if built on the scale proposed by Mr. Napier, would be too much for him as a private individual to defray. Upon this Mr. Napier and Sir Samuel took counsel as to the likelihood and advisability of forming a company, the latter declaring that if he got a few others to join in the venture, he would go in for the larger size of vessels. The two Liverpool Companies that were carried on by the Messrs. Burns, and the City of Glasgow Company, had at this time formed a sort of coalition, and Mr. Napier took advantage of the circumstance of their amity to invite both to join in the new Transatlantic undertaking. At last about twenty gentlemen, most of whom subscribed £5000 each, entered into the scheme, and of that number we believe that Mr. Napier, Mr. George Burns, Mr. M'Iver of Liverpool, and Sir James Campbell are the only survivors. Four vessels of about 1200 tons each were ordered of Mr. Napier—the Britannia, Acadia, Caledonia, and Columbia, built respectively by Messrs. Robert Duncan, John Wood, Charles Wood, and Steele, and all supplied with engines of 400 horse-power by Mr. Napier. Thereafter he furnished the machinery for other vessels belonging to this company, including the Hibernia, Cambria, America, Niagara, Europa, Canada, and Arabia. All of these vessels have now been withdrawn from active service, being superseded by Mr. Napier's more recent and well-known vessels, Persia, 3000 tons and 850 horse-power; Scotia, 4000 tons, and 1000 horse-power; and China, 2540 tons and 550 horse power. Among more recent specimens of Mr. Napier's mercantile ships, we may mention the Pereire and Ville de Paris, 3300 tons and 800 horse-power, belonging to the French Compagnie Generale Transatlantique. He has likewise constructed the Malabar, 4174 tons and 700 horse-power (one of the finest Government troopships), which, we believe, has given much satisfaction.
Mr. Napier, we may add, has been very successful in the construction of machines and war vessels for the British, French, and Turkish-Russian, and Danish and Dutch navies; and when it was decided to reconstruct the British navy with armour-clad vessels, Mr. Napier's firm had the honour of furnishing one of the two armour-clad vessels first built, viz., the Black Prince, 6040 tons and 800 horse-power; the Audacious and Invincible, armour-clad frigates, also for the British Government, each 3775 tons and 800 horse-power; two armour-clad turret vessels for the Dutch Government of large size; and last but not least, the well-known Hotspur, which was launched in 1870.
There is one circumstance connected with Mr. Napier's career which, while it may have led eventually to his more intimate and cordial relations with the Admiralty, must also reflect credit upon his good sense and accommodating disposition. In the earlier days of steam navigation, and before it had been applied to Government ships, the Admiralty were without any school or dockyard where naval officers could be taught the principles and practice of the science. They tried, but unsuccessfully, to obtain admission into the more important private shipbuilding establishments on the Thames, such as Mosley's and Rennie's; and at last, as a dernier resort they resolved to try the Clyde. Making their requirements known to Mr. Napier, he received them with every consideration, and cordially acceded to their wishes, not only giving them perfect and unrestrained liberty to make use of his own works, but also securing for them the privilege of sailing free of charge in many of the vessels that then frequented the port of Glasgow. Some of these young officers subsequently obtained certificates as to their knowledge of steam navigation from Mr. Napier; and we understand that the Lords of the Admiralty did not lightly esteem credentials from such a source.
Having been so constantly and deeply immersed in the cares of his own extensive business, Mr. Napier, prior to his complete retirement into private life, had no time to devote to municipal or imperial politics. He was, however, even while most engrossed with his own affairs, an indefatigable promoter and supporter of all movements tending to the well-being of the city. In the local institutions of engineers and shipbuilders he has always taken a peculiar interest, and his sympathy and co-operation were never invoked for a deserving object in vain. In recognition of the eminent services he has rendered to marine architecture, he has had many honours heaped upon him. He was a juror of the Paris Exhibition of 1855, when he received the gold medal of honour, and the decoration of Knight of the Legion of Honour; he was chairman of the jury for Class 12 (Naval Architecture, &c.) of the National Exhibition 1862, and Royal Commissioner of the Paris Exhibition 1867, and then received a grand prize. He was one of the committee for the organisation of the Fine Art Exhibition in the South Kensington Museum in 1862, during the Great Exhibition. In the summer of 1864 he presided at the Glasgow meeting of the Institution of Mechanical Engineers, of which he was then president; his hospitality on that occasion will long be remembered by many of the members of the profession who were present at the meeting. He is also a member of the Institution of Civil Engineers.
For a number of years past Mr. Napier has lived constantly at his magnificent residence at West Shandon, on the shores of the Gareloch. In the erection and furnishing of this palace he has exhibited a most refined and judicious taste. He has accumulated one of the finest collections of pictures, old china, and articles of vertu generally to be found in all Scotland, and an inspection of his valuable and varied collection is a treat of which the most accomplished virtuoso would gladly take advantage, and from which he would be sure to learn something new. The active management of the business of Robert Napier & Sons now devolves on Mr. John Napier, his youngest son. His other son, Mr. James R. Napier, who is a Fellow of the Royal Society, and distinguished for his inventive genius, is engaged in a business of his own, which he commenced in the year 1857.
To confirm what we have already said as to Mr. Napier's kindly and benevolent disposition, we might adduce many examples, but that they were never intended to see the light. In all his acts he is unostentatious, and seeks to avoid public comment. Perhaps he only allows one exception to this rule, and that is the splendid monument which he has erected to the memory of his friend Henry Bell, in the beautiful little churchyard of Row, within a couple of miles of his own residence at West Shandon. To this shrine many a pilgrimage has been and will yet be made.
MR. JAMES WATSON.
Apart from the dignity and importance of his position as Chief Magistrate of Glasgow, Mr. James Watson has unquestionable claims to be esteemed and honoured by the citizens of this our "no mean city." His uprightness and integrity of character, his business tact and ability, his sound judgment, and his rare administrative talents place him on an eminence rarely attained. Having received his education at Glasgow University, Mr. Watson entered a mercantile house in the city, where he remained for some years, and in which he acquired a considerable business experience. Subsequently he was connected with the Thistle Bank, which, as many of our readers will recollect, was ultimately incorporated with the Union Bank of Scotland. From the Bank he proceeded to the establishment of Messrs. John M'Call & Co., who were at that time among the largest grain merchants in Glasgow, and for some years Mr. Watson presided over their provision department—then of very considerable extent. When he assumed the profession of a stockbroker, there were no representatives of that business in the city. It is perhaps the most interesting feature in Mr. Watson's career that he was the first stockbroker in Glasgow; and it is no less interesting to contrast this fact with the position of the Glasgow Stock Exchange at the present time, when it occupies one of the finest buildings in the city, and its membership numbers not less than thirty large and influential firms. Besides these, there are fully a dozen firms of stock and sharebrokers not members of the Exchange. The first Stock Exchange in Glasgow was established two or three years after Mr. Watson commenced business in this capacity, its first local habitation being a building situated in Buchanan Street, on the site now occupied by the Bedford Hotel. Previous to that time there were very few joint stock companies in existence—investors being satisfied for the most part with the sweet simplicity of three-per-cents. Indeed, the only local companies that could lay any claim to the name of joint-stock or limited liability, were the Banks, the Gas and Water Companies, and the Garnkirk Railway. Mr. Watson continued the only stock and sharebroker in Glasgow for nearly two years, and in 1833 he took a prominent part in the establishment of the Glasgow Stock Exchange, of which he was the first chairman. For 22 years he continued to preside over the Stock Exchange, while that institution was laying the foundations of the high character and exceptional prestige which it has since acquired, and through which it regulates in no small degree the price of stocks and shares in other markets throughout the world. We may mention, also, that the Stock Exchange in Glasgow commenced its career with only twelve or fourteen members, and from this small nucleus it has continued to grow until it is now one of the most flourishing institutions of the kind in the three kingdoms.