I was very well acquainted with the late Captain Barclay, who was the lineal descendant of the author of the 'Apology for the Quakers,' and claimant of the earldom of Monteith, and was familiarly designated "the father of the shorthorns." Though Captain Barclay remains without a national acknowledgment of his merits, no man deserved better of the farmers of Scotland; for he was their firm supporter through life in good and bad report. Captain Barclay was in many respects a remarkable man—one not to be forgotten by any one who had once met him. I have been many a day in company with him, and have the most vivid recollection of him as he examined the stock in a show-yard. Pacing along from class to class, I think I see him drawing his open hand leisurely down over his chin, and, as he met an acquaintance, saying in his deep sonorous voice, "How do you do?" laying the emphasis on the "how," and passing on. No one would have made any mistake as to Captain Barclay being a gentleman, although his dress was plain—a long green coat with velvet collar and big yellow buttons, a coloured handkerchief, long yellow cashmere vest, knee-breeches, very wide top-boots with long brown dirty tops, and plain black hat, generally pretty well worn. When at home he wore knee-breeches with patches on the knees, coarse stockings, and large shoes. Captain Barclay carried through with energy whatever he took in hand. The "Defiance" must go its twelve miles an hour including stoppages. He took a great delight in driving the "Defiance," wearing the red coat with the "Defiance" buttons; and on one occasion he drove the mail from London to Stonehaven out and out. His horses were the strongest and his fields the largest in the country. He said "he did not like a field in which the cattle could see one another every day." He put four horses in his waggons, and never sent less than 20 bolls (16 quarters) of grain to Aberdeen upon a waggon. It was a great sight to see four or five of Captain Barclay's waggons going down Marischal Street. The houses shook, the inhabitants were alarmed, and nervous people thought the houses would tumble down. Captain Barclay could not tolerate a boaster or puppy in any shape. A few years before his death he happened to be in the coffee-room, Market Street, Aberdeen, one evening along with some of his friends. A fast young man took out £20 and boasted he would run a mile in a certain time: he was not aware that Captain B. was present. The Captain covered the money, and the £40 was lodged with the stakeholder. "Now, my man," said the Captain (turning the quid of tobacco once or twice in his mouth, and taking his hand down from his nose to his chin), in his prolonged solemn tone, "we will put you to time." The race was run and lost. The Captain was walking one day in his park when he came on an intruder in the shape of an ass. He seized the donkey and threw it over the wall of the park. To his astonishment the animal was returned. The Captain pitched him over again, and again he came back. This was repeated several times, till at last the Captain went outside the wall and found that it was a gypsy that was his match. He was so much pleased with the prowess of the man, that he took him to the mansion-house of Ury, treated him to all he could eat and drink, and gave him permission to graze his donkey as often as he liked on the policies of Ury. One morning, when the Captain was driving the "Defiance," there was a plain country woman sitting behind him. A gentleman wished to deprive the woman of her seat. The Captain remonstrated with him and bade him let the poor woman alone. The stranger did not know that it was Captain Barclay, and went on from better to worse, till he told the Captain if he would stop the coach and come down he would settle the matter with him. The Captain immediately stopped the coach, saying, "I suppose I must gratify you," gave the reins to Davie Troup, and jumped down with his top-coat on. The stranger advised him to strip. "Oh no," said the Captain, "that would be troublesome." His opponent, a very strong man, rushed at him like a bull-dog. The Captain put on his guard, looked at his antagonist for a moment or two, turned the quid of tobacco once or twice in his mouth, and then gave him a blow that felled him to the ground like a log of wood. He got to his feet again, when the Captain doubled the dose. The stranger was satisfied, and said, "You must either be the devil or Captain Barclay of Ury." "I am not the former," said the Captain, "but I am the latter." A stranger would hardly at first sight have got an adequate impression of Captain Barclay's power, but his appearance grew upon you when you came close to him; you then saw his great strength. He was a very round-made man, shaped for great endurance, which was put to a severe test when, in 1809, he walked a thousand miles in a thousand hours. His man Cross, who attended him, described to me the difficulty of his task in keeping him awake. At first he had to apply the stick and the lash, and the Captain growled most hideously at him; but latterly, when he saw he was to win, he improved in strength and spirits every hour till the end. After two days' rest he went on the Walcheren expedition. When past sixty he would walk twenty or thirty miles to dinner. I could relate many interesting reminiscences of Captain Barclay, but as most of them have been published already, I have only given a few well-authenticated anecdotes, which, so far as I know, have never before appeared. He was found dead in his bed in 1854: and in him the tenant-farmers of Scotland and the poor of his own neighbourhood lost one of their best friends.
While speaking of Milner I referred to the great feats performed in those days with the sickle. I remember a Highland woman, "black Bell," who made sixteen to eighteen threaves (384 to 432 sheaves) daily in harvest of good-sized sheaves; but George Bruce, Ardgows, in the parish of Tough, could shear thirty-six threaves in a day, and bind and stook it. However incredible this may appear, it is a fact. I have seen him shearing after he was an old man; he drove the "rig" of say eighteen feet from side to side, and never lifted his hand till he had a sheaf. He used a long sickle, and drew the corn to him. I cannot describe his method properly. He was a tall, thin, wiry man, with very long arms. My father used to tell how my grandfather sent two men and two women to give George Bruce a day's shearing, and how George came with a little girl (who did little or nothing but make bands for her master), and how my grandfather asked him "if that was the way he intended to pay his debt." George replied that "he could put his four shearers on one 'rig'"—they were fully an average of the shearers in the country—"and he and the lassie would take the other." They started accordingly, and Bruce kept ahead of them throughout the day.
III. THE CATTLE TRADE, THEN AND NOW.
The lean-cattle trade is a most dangerous one, and I would not advise any young friend of mine to engage in it. I believe for one who has succeeded twenty have gone down. This is true, at least, as far as droving from the north to the south of Scotland and England is concerned. Home jobbers have been more fortunate, though I am not acquainted with many who have done much good. There are many temptations connected with it, and it requires a strong mind to resist them. I have only given the bright side of the picture; but let us look for a moment at the other. I have told that great chances are got by some at times; these, however, are exceptional to the general rule. Lean cattle are sold by value as well as fat, and if well bought will be easily sold. I found it the safe plan to buy a small drove well. It was only a little trade that I carried on—I never had fewer than from seven to ten score, and my largest droves never exceeded eighteen score; as a consequence, my losses were not heavy nor my profits very great. When I was in the trade the price of cattle was very low, which lessened my risk, but I have known £2 a-head lost over a large drove. During the French war the price of cattle became very high; and £4 a-head, and even much more, would sometimes be lost or gained on droving cattle.
My father when a young man went to the far north—to Caithness, Sutherland, Skye, and the islands—and bought large droves of Highland cattle and brought them home. They were disposed of often by public roup in this county, or driven to the southern markets. At that time there were few regular markets in these counties, but the dealers when they went to the country cried a market, announcing that they would meet the sellers on a certain day and at a convenient place, and in this way the trade was carried out. Large profits were obtained; but the dealers were liable to heavy losses, especially in spring, the cattle being then but skin and bone, and many dying in the transit. My father lost in one night, after swimming the Spey, seventeen old Caithness runts. There were no bridges in those days. It came on a severe frost after the cattle had swam the river. The value of bone-manure was unknown, and their bones bleached in the sun on the braes of Auchindown for more than thirty years, and remains of them were visible within the last few years. My father not only carried on a very large trade to the Falkirk markets, but also a very extensive business to England, and had a salesman who attended all the great English fairs, particularly in Leicestershire, who sold drove after drove that were bought by my father here. Referring to documents in my possession, I find he had in one year 1500 head of cattle at the October Tryst of Falkirk, 800 of which were Highlanders, and the remainder Aberdeen cattle. The Highlanders were grazed in Braemar, on the Geldie, Boynach, and Corryvrone, the property of the Earl of Fife. His books show a clear profit at that fair of £2000, and the year following of £1500. Prices of cattle were very high during the war. I observe the prices of three heavy lots of horned Aberdeen cattle sold in Cumberland—viz., £22, £23, 10s., and £25 a-head. A Carlisle carrier, I have often heard my father say, was the purchaser. He declared he bought them for eating up his horse-litter.
Steam navigation and the use of bone-dust being both introduced about the same time, shortly produced a complete revolution in the cattle trade; feeding soon became general, from the larger breadth and heavier crops of turnips grown; droving annually diminished, till now it has all but ceased, almost all the herds in Aberdeenshire being fattened, besides many brought in from north and south.
The late Mr Hay, Shethin; Mr Lumsden, Aquhorthies; and his brother, Mr Lumsden, Eggie; Mr Milne, Fornet; Mr Mitchell, Fiddesbeg; Mr Stoddart, Cultercullen; Deacon Milne, and Deacon Spark, took the lead; and to these gentlemen the credit is due for being the first to introduce a proper and profitable system of feeding cattle in Aberdeenshire. More attention was also paid to the breeding department. James Anderson, Pitcarry, was the first man who shipped a beast from Aberdeen to London; his venture was two Angus polled oxen. The late Mr Hay, Shethin, was the first who sent cattle by rail from Aberdeen; his venture was a truck of Highlanders.
The shipping of cattle gradually and rapidly increased, and soon became a great trade from our ports, many sailing-vessels, as well as steamers, being brought into requisition. Lean cattle were sent by sea instead of road. We had at that time no railway, and the expense was heavy. On a fat bullock it was from £2, 10s. a-head to £3 by steamer; by the sailing-vessels, however, it was only about £1, 10s. a-head. Sometimes they made quick passages, but this was uncertain; and I have known them a month at sea. I have seen the same cargo of cattle driven back to Aberdeen two or three times. I have been in the hold of the vessel when they were driven back, and shall never forget the scene when the buckets and water were brought forward; you would have thought the ship would have rent asunder by the struggles of the cattle to get at the water. I have sent cargoes of lean cattle by sailing-vessels to Barnett, Woolpit, &c. I have had them driven back after being days at sea. It was while inspecting one of these cargoes that I witnessed the scene of watering I have described. I lost money by that branch of my business, and I gave it up. Although the loss by deterioration of condition must have been great, it was astonishing how few deaths occurred in the sailing-vessels; the proportion was greater in the steamers. A year seldom passed without the shippers having heavy losses. I was owner of part of the cattle when every beast on board the Duke of Wellington, except three (one belonging to me, and he had to be carted from the boat, and two belonging to Mr Farquharson of Asloun), was either thrown overboard or smothered in the hold. The sailors told that a blackhorned Bogieside ox, belonging to Mr Hay, swam for several miles after the ship. I have made inquiry of the cattle-man as to the scene in the hold of a steamer in a storm amongst the cattle. He said, "I went once down to the hold amongst them, but I was glad to get back with my life; and although you had given me the ship and all upon her, I would not have gone back." He declared that, though you had set a hundred men with heavy flails in operation at one time beating upon the side of the ship, it would not have been worse than the legs of the cattle beating upon each other and all within their reach.
The owners of the Aberdeen steamers have always been anxious to accommodate their customers; and about twelve years ago they raised an insurance fund for the protection of the shippers. They laid past one shilling for every beast they shipped to meet deaths and accidents, and they have most honourably paid the losses incurred by the shippers of cattle. It is a good arrangement for both parties; it gives confidence to the shippers, and no doubt has a tendency to make the owners more careful in not sending their ships to sea if danger is apprehended. The cattle go well by sea when the weather is moderate, but in rough weather they are safer by rail. The above description will give some idea of the hardships the poor beasts endure in the hold when overtaken by a storm. I have seen my own cattle, after they were taken from the hold of the steamboat at London, so changed in appearance that I could not identify them, and could not tell whether they were black or grey. I should most seriously advise the Railway Company to adopt some method of insurance, to avoid the unseemly squabbles that are daily occurring with the senders of live cattle and dead meat. It is not my province to make any remarks on the late rise of the freight on cattle by the Steamboat Company and the Railway. The matter is in their own hands; but I think conciliation, owing to the present state of feeling, might have been their wisest policy; however, we will allow them to be the best judges. It will now be our study, for our own protection, to exert our influence in the proper quarter to have our grievances removed. The method of transit is an important subject to the owners of the cattle, to the landowners, and to the consumers. I have no doubt whatsoever that a legislative enactment will make all right by-and-by. I cannot leave this subject without noticing Scott, the cattle-traffic manager of the Caledonian Company at Aberdeen, and John Henry, the cattle-traffic manager of the Aberdeen and London Steam Navigation Company—men who deserve to wear a better coat, and who have done everything in their power for the interest of the senders of cattle. I believe there is difficulty in avoiding causes of complaint at all times where there are so many servants, and the senders of cattle are sometimes themselves to blame. I have never myself lost a beast by rail; I prepare my cattle for their journey before they start from home. My heavy cattle are turned out three different times at least before they are sent to rail. I walk them in a lea field: the first day they are put out four hours; I then give them a day to rest; turn them out again on the second day and increase the distance, and they come quite fresh out of the trucks at London. What can an owner of cattle expect but that some will go down if he take his cattle six, eight, or ten miles without their ever having left the stall for five or eight months before, and put them on to rail? Many hundreds of good oxen have been lost in this way, or crushed and bruised. Cattle when tied up are kept in an unnatural state; they often take founder when at the stall as a consequence, and sometimes paralysis; but such moderate exercise as I have described tends to bring them back to their natural state. I have often been asked the question by those who had seen my Christmas market cattle—"How is it that your beasts are so good upon their legs compared with others?" The first day after the cattle are put out for four hours they will not look so well, and will return to the stalls very much fatigued; but on the second and third days of their exercise they will recover their wonted appearance. They will walk eight or ten miles in a morning and go fresh into the truck, and on reaching their destination will come out and stand well up in the market.