Other developments contributed to the prosperity of the port of Greenock, the chief of the establishment being John Scott of the third generation, who was born in 1752, and died in 1837. His brother, William Scott, also the second of that name, migrated to Bristol, where he carried on an extensive trade as a shipbuilder. The latter was the father of James M. Scott, who is still remembered by some old inhabitants as the founder, about 1847, of penny banks in Greenock and of the Artisans' Club. John Scott, after his brother's departure, carried on the business under the name of John Scott and Sons, and did great service not only for the town, but also for the advancement of the business. In three successive years, 1787, 1788, and 1789, he bought three large plots from the ninth Lord Cathcart, for the extension of the works.[9] These then extended almost from the West Quay to the West Burn. He also, in 1791, constructed the old steamboat or custom-house quay,[10] and played a large part in developing the banking facilities of the town. He bought, in 1815, Halkshill, near Largs, which has continued the residence of the family. In view of the association of the firm with the town, it may be worth interpolating here a statement of the growth of the population of Greenock, with the sources from which the figures have been taken.

Year.Population.Source.
17001,328Campbell's History, page 23.
180117,458Weir's History, page 120.
190168,142Census Returns, vol. i., page 212.

Shipbuilding work, however, was still in craft which to-day would be considered insignificant. The increase of the mercantile fleet of England throughout the eighteenth century was only fivefold in respect of numbers, and sixfold in tonnage; the average size shows an augmentation from 80 tons to only 100 tons, and there was no improvement in labour-economising appliances for the working of the ship, as the ratio of men to tonnage was at the beginning of the century practically one to every 10 tons, and at the close one to 13 tons.[11]

In the nineteenth century, the tonnage increased eightfold, but in view of the adoption of steam the actual carrying capacity was augmented nearly thirtyfold; the average size of ship increased to 760 tons. Practically, every ship in the eighteenth century carried guns, the average being two per vessel. It was not until 1853 that there was omitted from the mail contracts the clause which provided that each mail vessel must be built to carry guns of the largest calibre in use.

A WEST INDIAMAN. [(See page 12.)]

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The nineteenth century brought every incentive to the development of shipbuilding. Nelson taught the lesson, never to be forgotten, that sea-power is essential to the commercial expansion—even to the existence—of our island kingdom, with its corollary, that the merchant fleet is as necessary to this mastery of the sea as fighting squadrons. The sea became our home; there arose a renewed love of exploration, and an ambition for colonisation. Success brought the chastening influence of responsibility, with a higher appreciation of the advantage of a conciliatory policy towards foreign nations. Contemporaneously with the growth of this conception of empire there arose a war of retaliation in shipping with the newly-formed United States of America, which continued for half a century. Although not without its regrettable incidents, it stimulated a rivalry in the shipping and shipbuilding industries which was ultimately as beneficial as it had been pronounced. The monopoly of the East India Company in the Eastern shipping trade terminated, so far as India was concerned, in 1814, and as regards China in 1834. This removed an influence which had hitherto retarded enterprise in naval construction—especially on the Clyde—due to the Company's preference for building their ships in India, and in the south of England ports. Private owners, too, entered more vigorously into competition with American clippers which had first commenced trade with China in 1788.