Scotts Shipbuilding and Engineering Co - Two Centuries of Shipbuilding by the Scotts at Greenock (Classic Reprint)

Two Centuries of Shipbuilding by the Scotts at Greenock

Scotts' Shipbuilding & Engineering Co. Ltd.

---

H. M. S. Argyll.

---

TWO CENTURIES OF

SHIPBUILDING

BY THE

SCOTTS AT GREENOCK.

[Partly Reprinted from "Engineering."]

"Take it all in all, a ship of the line is the most honourable thing that man, as a gregarious animal, has ever produced.... Into that he has put as much of his human patience, common sense, forethought, experimental philosophy, self-control, habits of order and obedience, thoroughly wrought hand-work, defiance of brute elements, careless courage, careful patriotism, and calm expectation of the judgment of God, as can well be put into a space of 300 feet long by 80 feet broad."Ruskin.

LONDON:

OFFICES OF "ENGINEERING," 35 AND 36, BEDFORD STREET, W.C.

---

1906.

---

John Scott (I) founded the firm in 1711, and engaged in the building of herring busses and small craft. There is, unfortunately, no engraving of him extant, so that our series of portraits on Plates II. and III. adjoining page 1, is to this extent incomplete.

William Scott, his son, born 1722, died 1769, succeeded him, and, with his brother, extended the business alike as regards the extent of the works, and the types of vessels built. His first square-rigged shipof 1765was the first vessel built on the Clyde for owners out of Scotland.

John Scott (II), born 1752, died 1837, son of William, greatly developed the works and built the dry dock and basin now included, with the original Yard, in the establishment of Messrs. Caird and Co., Limited. Under his rgime many ocean-going sailing ships were constructed, ship-work for the Navy was undertaken, the manufacture of steam machinery commenced in 1825, and Admiralty orders undertaken for engines for dockyardas well as Greenock-built frigates. He built the Custom House Quay in 1791, bought Halkshill, the family seat, in 1815, was a partner in the Greenock Bank, and otherwise promoted the industries of the town.

His brother, William Scott (II), born 1756, migrated to Barnstaple, where he carried on an extensive shipbuilding industry, obtaining engines for the most of his steamships from the Greenock Works.

Charles Cuningham Scott, born 1794, died 1875, son of John Scott (II), along with his elder brother, John Scott (III), born 1785, died 1874, carried on the business as "John Scott and Sons," developing still further the progressive policy of his father, who had been responsible for the works for about half a century. The Cartsdyke Yard was commenced in 1850 by Charles Cuningham Scott, and his son John, under the style of "Scott and Co.," and this firm is the one which has maintained the continuity of the Scotts' association with shipbuilding.

John Scott (IV), born 1830, died 1903,[1] and Robert Sinclair Scott, born 1843, died 1905, sons of Charles Cuningham Scott, were responsible for the progress for nearly forty years, and the former was created a Companion of the Bath (C.B.) in 1887. During their rgime the firm took a large part in the introduction of the steamship for over-sea voyages; in the development of high steam pressures and of the multiple-expansion engine, which greatly improved the economy of the steam engine; and in naval work, with its incidental advancement. They completely reconstructed the Cartsdyke Works, and greatly improved what is now known as the Cartsburn Dockyard, modernising the equipment. The co-partnery was, for family reasons, registered in 1900 under the Limited Liability Company Law.

Charles Cuningham Scott, son of John Scott, C.B., is now the head of the concern and Chairman of the Company (Scotts' Shipbuilding and Engineering Company, Limited), and with him on the directorate are his brother Robert Lyons Scott, C. Mumme, and James Brown.

---

John Scott (1830-1903)	P. Sinclair Scott (1843-1905)
C. C. Scott	R. L. Scott

---

THE maintenance of an industry for two hundred years by one family, in the direct line of succession and in one locality, is almost unique in the history of western manufactures. Such a record proves that the successive generations have displayed diligence, prudence, and enterprise; otherwise it would not have been possible for them to have held continuously a foremost place in the face of incessant competition consequent upon the general advance in science, the introduction of superior constructional materials, and the invention of new machinery. It indicates also the maintenance of a high standard of workmanship as well as integrity and business capacity; because time is the most important factor in proving efficiency and in establishing credit for durability of work, without which no reputation can be retained for such a long period.

The Scotts began the building of ships in Greenock in 1711. To-day, their descendants of the sixth generation worthily maintain the high traditions which have accumulated during the intervening two hundred years. It is impossible to form an adequate conception of the service rendered by this one firm to the science of marine construction and to Britain, the leading maritime nation of the world. We should require to review in detail the successive steps: firstly, in the perfection of the sailing ship, from the sloops and brigantines of the eighteenth century, to such beautiful clippers as Scotts' Lord of the Isles, which in 1856 made the record voyage from China, and did much to wrest from the Americans the "blue ribbon" of the ocean; and, secondly, in the development of the steamship from its inception early in the nineteenth century to the leviathans of to-day. In successive epochs in the history of naval architecture the Scotts have played a creditable part, and to some of the more important improvements initiated or advanced by the firm reference will be made in our brief survey of the work done during the past two centuries. Unfortunately, some years ago, most of the old-time records were destroyed by a fire at the shipyard, so that our review of the early work is largely from contemporary publications, and is unavoidably incomplete.