Reminiscences of a Liverpool Shipowner, 1850-1920

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 remembered as containing some very fine and fast ships. The last ship Mr. Inman built, the “City of Rome,” was certainly the handsomest ship entering the Port. Mr. Inman died in 1881 comparatively young. He was an excellent public-spirited citizen, always ready and willing to help forward any good cause. We saw much of him at Windermere, where he loved to spend his holidays, and owned quite a flotilla of craft on the lake. Before he died the pride of place on the Atlantic had, however, been wrested from his hands by the more enterprising White Star Company. The Inman steamers passed into the hands of the Inman and International Steamship Company, under the direction of the late Mr. James Spence and Mr. Edmund Taylor, and eventually drifted to Southampton, and the old Inman Line, loved by Liverpool people for their handsome ships with their overhanging stems and long graceful lines, is now only a memory.

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 The Company was not a financial success, and the steamers were withdrawn in 1858.

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, to establish a new Line to New York, and promised, if he would do so, and would give the order to build the ships to Messrs. Harland and Wolff, he and his friends would take a substantial interest. Messrs. Ismay, Imrie & Co. accepted the proposal, and in conjunction with the late Mr. G. H. Fletcher founded, in 1870, the White Star Line of steamers to New York, Mr. Fletcher being associated with Mr. Ismay in the management. In the design of the “Oceanic,” “Baltic,” “Atlantic,” the first steamers built for the Line, Mr. Harland adopted the novel features to which I have already alluded, and these, with the personal interest which Mr. Ismay displayed in making travellers by his Line comfortable, quickly made the White Star Company very popular. It was this personal touch which contributed largely to the success of the Company, and built up its great prosperity.

Mr. Ismay was a personal friend of whom I saw much in private life. I did not consider his prominent position was due so much to his brilliance, although he was distinctly an able man, as to his personality. He was also very thorough in all he did, and had great initiative. He had the happy gift of winning the confidence of those with whom he was associated, and the power of selecting excellent lieutenants and placing responsibility upon them. He was ambitious – not for honour, for he had refused a Baronetcy – but that the White Star Line should be pre-eminent. I was his guest on board the “Teutonic,” in 1897, on the occasion of the Queen’s Diamond Jubilee; the ship was filled by the leading people of the land. All that was great and distinguished in politics, in literature, and art, etc., were represented. We had also the Kaiser Wilhelm II as a visitor. I was struck by Mr. Ismay’s composure and the perfection of all his arrangements.

The occasion was also made memorable by the appearance of the “Turbinia,” Sir Charles Parsons’ experimental ship. She rushed about at headlong speed, but always under control, and it was evident that the turbine was destined to become – as it has – a great motive power with immense possibilities. Mr. Ismay unfortunately did not live to see the completion of his chef d’œuvre, the “Oceanic.”

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 Committee; his pleasant, genial smile and his little jokes still linger in my memory.

We have not alluded to the National Line, which was established in 1862, and which, after enjoying a fluctuating career of prosperity and adversity, came to an end in 1892.

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 only. Mr. Moss significantly added, “I took the balance.” This steamer was the “Nile,” and was the beginning of the Moss, Bibby, Viana, Chapple Lines. They all rapidly grew to be enterprises of great importance, and the sources of large wealth. James Moss & Co. were the pioneers in the steam trade to Egypt and the Levant, their first steamer being the “Nile.”

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 excellent musician, and as lover and connoisseur of art he had few superiors. Mr. Leyland’s dispute with the great Whistler as to the decoration of his Peacock room will be remembered by many.

The Bibby Line was revived by the nephews of the Messrs. Bibby who built up the old Bibby Line. The present Bibby Line has made for itself a very leading position in the East Indian trade.

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.

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 their engines of small power placed right aft, they quickly made a great success. Mr. James Harrison’s mantle fell upon very worthy shoulders in the late Mr. John Hughes, and under his direction the little Charente Line developed into the important Harrison Line of to-day. Mr. James Harrison’s sons are among the foremost of the supporters of our charities, and have contributed largely to the building of our Cathedral.

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 economical in practice to have an easily-driven vessel. Experience has, however, demonstrated that ships with full bodies can be more cheaply propelled at moderate speeds.

Mr. Holt was the Chairman of the Dock Board, and was the inventor of the “plateway”; a scheme suggested to be adopted on our highways in order to facilitate the conveyance of heavy goods in competition with the railways, a scheme of which we shall hear more.

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 for my properties, another for my theatres in the Canaries.” With all this he spent several days each week in London, taking his correspondence clerks with him on the train and shedding them on the way as he completed his letters. For sheer force of character and power for work, Sir Alfred was the most remarkable man Liverpool has produced in my day.

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.

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.

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 kept a staff of clerks for his Parliamentary business. Those were days when a Member could initiate and carry through legislation. Mr. Rathbone took a leading position in the reform of the Poor Laws, and in the promotion of the first Merchant Shipping Bill. His brother, Mr. Samuel G. Rathbone, devoted his remarkable ability to local affairs, and was a very valuable and leading member of the Town Council.

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.

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.

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.

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 remarkable prosperity, one is apt to forget the struggles of the past, and in no trade were they more severe than in the Atlantic.

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 prominent position in politics as a Unionist, and both were very public spirited.

Messrs. Rankin, Gilmour & Co., associated with the old firm of Pollock & Gilmour, of Glasgow, had a large fleet, mostly engaged in the timber trade. Mr. Robert Rankin lived at Bromborough Hall, and was for many years the Chairman of the Dock Board. The firm is now most worthily represented by Mr. John Rankin, to whose widespread philanthropy Liverpool is so greatly indebted.

Mr. Edward Bates was among our principal shipowners. His ships traded with Bombay, were built of iron, and bore family names. To the surprise of most people, Mr. Bates entered Parliament. He won the reputation of being the most regular member in his attendance, and was created a Baronet.

Among other owners of sailing-ships we had Mr. James Beazley, who will always live in our kindly memory as the founder of the Seamen’s Orphanage; Mr. F. A. Clint, Mr. David Fernie, and others.

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 Australian packets well to the fore. He owned quite a large fleet of clippers, including the celebrated ship the “Marco Polo,” the “James Baines,” the “Donald M‘Kay,” and others. The Australian trade did not make fortunes; the soft wooden ships were costly to maintain, and competition became severe.

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 the West Coast trade of South America. It was worked by small barques of 400-500 tons, always smart, well-equipped vessels, as they needed to be to do battle with the heavy westerly gales off Cape Horn. Messrs. Balfour, Williamson & Co., who owned many vessels in this trade, made a noteworthy departure in providing a home in Duke Street for their masters and apprentices when in port.

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 consideration. The late Mr. W. Miles Moss can claim to be the pioneer of the Mediterranean steam trade. Mr. Inman was the friend of the Irish emigrant. Sir Alfred Jones, the active minded and energetic owner, whose ambition was boundless and success great. And last, but not least, Sir Edward Harland, the great master shipbuilder, whose genius prevailed everywhere, and is still felt.

It is very gratifying to be able to record the successful careers of many of our shipowners, who, from small beginnings, have achieved not only wealth, but positions of influence and importance. We have already alluded to Mr. Ismay, Mr. F. R. Leyland, and Sir Alfred Jones. The late Sir Donald Currie was for many years head of a department in the Cunard Co., and became in after years the Chairman and principal owner of the Cape Mail Line of steamers; and Sir Charles Cayzer, while in the service of the P. & O. Company, saved sufficient to buy a small sailing-vessel, and afterwards associating himself with Messrs. Arthurs & Co., of Glasgow, founded the important line of steamers bearing his name.

It is a subject for sincere regret that the recent craze for amalgamation has obliterated so many landmarks in the history of our shipping. In a very few years names which were household words with us will have disappeared. Ismay, Imrie & Co., the Inman Company, the Guion Line, the West India and Pacific, the Dominion Line, the old Bibby Line have all already gone, and have become absorbed in still larger companies. The process is still making headway, and in a few years very few of the old companies will be left, and the headquarters of our great shipping industry will be in London. This will not make for the general prosperity of Liverpool, and we shall miss the old Liverpool shipowner in many ways. It will, however, be always pleasant to think of how nobly he did his duty. Messrs. MacIver, Inman, Ismay, Allan, Beazley, Sir Alfred Jones were all distinguished by their public spirit and their generous support of our charities, particularly those associated with the welfare of the sailor, and no Port in the world is so well equipped with institutions which care for his welfare.

Chapter V

OUR MERCHANT SHIPS AND THE WAR

She walks the water like a thing of lifeAnd seems to dare the elements to strife.– Byron.

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 which the Mercantile Marine took in the mighty conflict is rendered difficult in consequence of the lack of authoritative information, owing to the severe (but very proper) censorship exercised over the press during the War, and we shall have to await the official accounts to enable us to appreciate fully its work. But we know, however, sufficient of the arduous work of our seamen during this period, their courage and endurance in times of stress and peril, and their indomitable pluck in going to sea without any hesitation, knowing by experience the dangers they would encounter, to rank their services among the most valorous in the history of our Country.

War was declared on the 4th August, 1914. This country was slow in realising the gravity of the situation. “Business as usual” expressed the light heart with which we entered upon a campaign which was destined to become a world war, involving us in immense sacrifices, and in responsibilities of which even now we cannot see the end. Warlike operations during the first few months were mostly on land. The seas appeared to be well under the control of the Navy, and therefore when sailing from Liverpool early in December for the Canaries, on the “Anchises” we did not take seriously into account any danger from a submarine attack, and the only special precaution taken during the voyage out was to summon all hands to their boat-stations with their lifebelts on. When we arrived at Las Palmas, we saw fourteen German steamers anchored within territorial waters, while their crews had been interned, a British cruiser paying an occasional visit to see that the ships were all still there.

The sympathy of the people of the Canary Islands was entirely with Germany, which for some time had been carrying on a carefully prepared propaganda. When the time arrived to return home, in April, 1915, the conditions had changed. The Germans had declared a submarine blockade on the 18th February. The submarine warfare had become active, and special precautions had to be taken. When passing Ushant a destroyer dashed up alongside, and gave the sailing directions upon which we were to proceed going up channel; but even these would not have protected us if we had been a few hours earlier, for a steamer preceding us had been attacked and sunk while following the course we were sailing upon.

Our ship, the White Star steamer “Corinthic,” was bound from New Zealand to London, with a cargo of frozen meat, and also carried many passengers. She was armed with two four-inch guns, manned by a complement of naval gunners.

At Dover we had to pass through a narrow passage protected by mines on either side; off Margate we brought up for the night guarded by a destroyer, while ships of war were continually dashing past. There were evident signs of anxiety and activity, and we began to realise that we were at war, and to consider what could be done to counter the attack of a U boat. We had guns, but when a U boat showed herself, it would be almost too late to fire with effect. We remembered when on board the “Mauretania” on a voyage to New York, hearing at a distance of fourteen miles a fog bell ringing under water at the Nantucket lightship, and we thought the same principle might be utilized to detect a submarine at some distance by the thud made by the propeller. We also thought of the long distance coming up the Channel which our ship had sailed without any protection, and the idea of reverting to the old system of “convoys” suggested itself, and we ventured, on reaching London, to write a letter to the Times, embodying these ideas, but they were censored by the Admiralty, although both were subsequently, after the lapse of three years, introduced, the “convoy” being found the best means of protecting our merchant fleet.

When the war broke out suddenly, like a bolt from the blue, we were probably better prepared by sea than by land to meet the onslaught which had been so cunningly devised to take us unawares, for it was undoubtedly the intention of Germany to crush us and bring us under her heel within a few months.

The fleet had been summoned for a review by His Majesty the King, it was, therefore, practically mobilized, and ready at once to take up such positions as would paralyze the movements of the German fleet, but much more than this had to be done, our army had to be transported across the Channel, with all its stores and equipment; the forces so nobly supplied by our Dominions beyond the seas had to be brought over, and this had to be done by our merchant ships. The seas had to be policed, our commerce had to be carried on and to be protected, and all this with the knowledge that German fleets still existed in the Pacific and South Atlantic, and also that many armed raiders were about. The rapidity with which all this was organised and carried out reflects the greatest credit upon our Navy and Merchant Service.