Galloway Shipping and Regional Development, 1750-1850

Journal of Scottish Historical Studies

Volumn 19, Issue 2, 1999, Pages 95-115

  Hill, Carol ^a  

^a UNIVERSITY OF STRATHCLYDE   (United Kingdom)

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EID: 33745837292     PISSN: 1748538X     EISSN: 17551749     Source Type: Journal    
DOI: 10.3366/sesh.1999.19.2.95     Document Type: Note

References (57)

1. C.A. Whatlcy The Industrial Revolution in Scotland, (Cambridge 1997), p.2.
2. G.Jackson 'Scottish Shipping, 1775 1805' in P.L. Cornell & D.H. Aldcroft, Shipping Trade and Commerce, (Ixiccstcr 1981).
3. Sec for examples T.M.Dcvine, 77k Tobacco Lords, (Edinburgh 1975), J.M. Price Capital and Credit in British Overseas Trade; View from the Chesapeake 1770 1776, (London 1980) & T.C. Smout Scottish Trade on The Eve of The Union. 1669 1707 (Edinburgh, 1962).
4. For some of the best discussions of the role and significance of coastal shipping sec J. Armstrong (cd.) Coastal and Short Sea Shipping (Press 1997)J. Armstrong ' The Significance of Coastal Shipping in British Domestic Transport 1550 1830' The InternationalJournal ofMaritime History Vol. Ill No 2 Dec 1991 and I. Armstrong & PS. Bagwell "Coastal Shipping" inj. Armstrong & M. Freeman (cds) Transport in The Industrial Revolution, (Manchester 1983).
5. J. Armstrong (cd.) Coastal and Short Sea Shipping (Aldershot, 1996).
6. E.P.D. Torrie & R. Coleman Historic Stranraer, (Edinburgh, 1995).
7. [. Donnachic, The Industrial Archaeology of Galloway (Newton Abbot 1971).
8. J.F. Robertson, Story of Galloway, (J.H. Maxwell, Ltd. 1964) or for a more gencralist view, J.H.S. Burlcigh A Church History of Scotland, (London 1960).
9. For the Glasgow case sec G. Jackson 'Glasgow in Transition, c 1660 to 1740', in T.M. Dcvine and G. Jackson (cds) Glasgow Vol I: Beginnings to 1830 (Manchester 1995).
10. T. Tucker, Report Upon The settlement of the Revenues of Excise and Customs in Scotland, (1655).
11. This includes trade with ICngland.
12. D. Defoe, A Tour thro' Great Britain, (London 1727).
13. A number of Kirkcudbright improvers, including Robert Maxwell of Arkland, Secretary of the Society and a prolific publisher and lecture, were founder members of The Society for Improving in the Knowledge of Agriculture established in Edinburgh in 1723. Members met quarterly and published essays for the benefit of non-members.
14. For example: Castle Douglas, New Galloway, Newton Stewart, Gatehouse of Fleet and Dalbcattic.
15. Pigot & Slater, Commercial Directories of Dumfries and Galloway from the Nineteenth Century, (Dumfries 1992).
16. G.Jackson 'Scottish Sailors' in P.C. Van Roydcn, J.R. Bruijn, &J. Lucassen, "Those Emblems of Hell? European Sailors and the Maritime Labour Market 1570 1870." (Research in Maritime History, No. 13, St Johns Newfoundland 1997).
17. The Statistical Account for Scotland, (Old & 38; New), Kirkcudbright.
18. T his society was established in Fxlin burgh in 1723. Its purpose was to disseminate information on agricultural improvements through meetings, lectures and publications.
19. The Statistical Account for Scotland (Old) Kirkcudbright.
20. Occasioned by the opening of transatlantic routes to the West Indies and North America.
21. I Cxports of grain, potatoes, livestock, granite etc. and imports of coal, lime, timber and general goods predominated throughout the period under review.
22. NSA Kirkcudbright.
23. NSA Wigtown.
24. NSA Stranracr.
25. Dumfries Museum and Dumfries Archive Centre. Port of Dumfries, Tonnage and Impost Accounts 1750 1765. These Borough accounts record the duty paid by all incoming and outgoing vessels to the port, based on each vessel's tonnage and, if laden, the nature and quantity of its cargo. They detail all vessels entering or departing the port, their destination, owner and on occasion, cargo and arc a valuable source for assessing mid-eighteenth century activity.
26. S.R.O. E504 series. These provide information on the nature and direction of individual vessels' foreign trade and those carrying coastal cargoes, such as coal that were subject to Government tax.
27. Hornel Library Archive, (uncatalogucd). Company Accounts waste Book. May 1764.
28. Cumbria County Archive: T.S.R/4/1 Carlisle Register of Shipping.
29. I.E MacLeod Shipping in Dumfries and Galloway in 1820. (Scottish Local History Texts No 1, 1973). This survey of shipping 'belonging' to Ports of Registry in Dumfries and Galloway, [including Kirkcudbright!, 's based on Glasgow Underwriters' records. Whilst probably less reliable than the Shipping Registers, [which are not available for the period), the underwriters' records remain a valuable source.
30. Dumfries Archive Centre. Registers of Transactions Relating to Ships Registered at Kirkcudbright 1824 1832 & 38; 1833 -1834. Volumes 48 & 38;
31. Report of the Select Committee Appointed to Enquire into the Present State of Manufactures. Commerce and Shipping 19 August 1833, (1833(690)VI).
32. marked the start of a compulsory re-registration of all vessels belonging to the port, on their return to port. Thus, whilst the number of vessels registered in 1824 is less than in 1820, it is a fair assumption that all Kircudbright vessels had re-registcrcd by the end of 1825.
33. G. Jackson, 77k Trade and Shipping of Dundee, (1991).
34. C. Hill, A Galloway Venture, (Dumfries 1999).
35. S. Palmer, 'The British shipping industry', in C.R. Fischer & 38; G.E. Panting (cds), Changes and Adaptation in the British Maritime Industry, (Newfoundland 1985) p.91.
36. S. chapman, Merchant Enterprise in Britain from the Industrial Revolution to World War 1, (Cambridge 1992).
37. Palmer, British Shipping Industry
38. R. Davics, The Rise of the English Shipping Industry in the Seventeenth and Eighteenth Centuries, (London, 1962).
39. J.R. Ward, The Finance of Canal Building in Eighteenth-Century England, (Oxford 1974).
40. C. Hill,'The Kirkcudbright Shipping Co. 1811 1817', The International Journal of Maritime History, (Vol. IX No. ljune 1997).
41. Others include large-scale fishing and whaling ventures.
42. Values in this table arc intended to give an indication of potential replacement costs. Shipbuilding was subject to a number of variables of which rig and quality of outfit were but two. Values in Table 4 reflect those relating to The Dundee Perth and London Shipping Company whose passenger smacks were particularly well fittcd-out. They may well have cost more than those on the Kirkcudbright register.
43. R. Davies, 77k Rise of the English Shipping Industry in the Seventeenth and Eighteenth Centuries, (Lordon 1962).
44. G. Jackson, The Trade and Shipping of Dundee 1780-1850, (Dundee 1991).
45. C. Hill 'The Kircudbright Shipping Company'.
46. For insurance purposes the mill and office were valued at £ 1,200 and the stock and machinery at £2.400 at the end of the 18th century. Sec I. Donnachie, The Industrial Archaeology of Galloway (Newton Abbot, 1971) and j. Butt, The Industrial Archaeology of Scotland(Newton Abbot 1967).
47. Place of residence of the remaining 4.4% is cither omitted from the Shipping Registers or illegible.
48. For information on trade during this period sec TO Smout, ' The Foreign Trade of Dumfries & 38; Kirkcudbright, 1672 1696', Transcripts of Dumfries & 38; Galloway Natural History & 38; Antiquarian Society, (37, (1958 9), 36).
49. W. Couttes, 'Provincial merchants and society; A study of Dumfries based on the registers of Tcstament 1600 1665', in M. Lynch (cd.), The Early Modern Town in Scotland. Couttes cites Hugh I twson & 38; Co., John and Robert Riddick, Robert Maxwell and Co., William Benjamin and George Bell, James Corbctt; all well known mercantile dynastic continuing well into the nineteenth century.
50. Hill, Kirkcudbrightshire Shipping Co.
51. This phenomenon appears to have run its course by 1829 as only two new master/sole owners appear on the Registers after that date.
52. Couttes, Provincial Merchants.
53. Work in hand indicates similar patterns of female involvement in maritime enterprise at other Ports of Registry in Dumfries and Galloway.
54. Dumfries was the principal port for South west Scotland. Ultimately, the railway service together with a handful of steam ships were able to provide a faster, more efficient service than local sailing vessels, leading ultimately to the demise of formerly thriving local ports such as Kirkcudbright.
55. J.R. Ward, The Finance of Canal Building in Eighteenth Century England (Oxford, 1974).
56. G. Panting, 'Cradle of Enterprise: Yarmouth Nova Scotia, 1840 1889', in The Enterprising Canadians: Entrepreneurs and Economic Development in Eastern Canada, 1820-1914. (Maritime History Group, Newfoundland, 1979).
57. J. Armstrong & 38; P.S. Bagwell, 'Coastal Shipping', inj. Aldcroft & 38; M. Freeman (eds) Transport in the Industrial Revolution, (Manchester, 1983).