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 cwts. in 1913 was £3,733,379; of about 2 million cwts. in 1915, 2,051,171 ; and of over 3 million cwts. in 1917, 3,645,015. The most remarkable rise occurred in 1918, when about 3 million cwts. were valued at £5,991,693. In a week of Jan. of that year, the average price of all white fish sold in Aberdeen was £7 9s. 2d. per cwt. Maximum prices were fixed, but they had necessarily to be fixed at a high level in view of scarcity of labour and the special dangers attach- ing to fishing industry. In 1919, the increase in quantity over 1918 was 80%, but the value was £6,063,739 an increase of only a little above 1%, as compared with 1918 ; but the average price in 1919 was about double that of 1910, and prices remained high through 1920. The stress of the outbreak of war was felt specially heavily by the herring industry, for the chief markets for cured herrings were in continental Europe and communication was cut off. There was a large existing stock of unsold herrings, and great quantities had been sent to German ports. As the war progressed, decreased production and increased home demand led to a great improvement, and exports were resumed in 1916, 366,682 barrels of herring were exported (as compared with 1,385,323 barrels in 1913), and 113,284 barrels in 1917 so that 1914 was the only disastrous war year. Increased production in 1919 brought about a difficult situation, for political and economic conditions in Russia and in Central Europe prevented the resumption of trade, and the industry was saved from disaster by a Government guarantee, which was renewed for 1920, but was refused for 1921, which opened with very gloomy prospects for the herring fishing industry. A committee of the Fishery Board recom- mended in 1919 that whaling operations should be prohibited in any part of Shetland, on the ground that the decline of the herring fishing in Shetland is directjy connected with the introduction and develop- ment of whaling, an industry carried on almost entirely by foreigners.

Railways and Transport. No new railways have been constructed since 1911, and the whole railway conditions have been abnormal since 1914. Serious railway accidents during the decade include a collision at Burntisland on April 14 1914, in which two railway employees were killed; collapse of a culvert near Carrbridge on June 18 1914, involving a disaster to a train and the deaths of five passengers by drowning; and an accident at Ratho on Jan. 3 1917 resulting in 12 deaths. The gravest railway disaster occurred to a troop train at Quintin's Hill, near Gretna, on May 22 1915, when227 of the 7th Royal Scots were killed and 246 were injured. The acci- dent occurred through the carelessness of two signalmen, both of whom received sentences of imprisonment. There has been a large increase in motor transport, but agriculture, fishing, mining and commerce are still handicapped by the lack of transport facilities. The proportion of mileage of railway to pop. is much smaller in Scotland than in such a small maritime country as Sweden, the num- ber of miles of railway per 10,000 pop. being 16-2 in Sweden and 8-2 in Scotland. Transport conditions compare even more unfavourably with Belgium, which has a great system of canals, in addition to an elaborate system of railways, light railways and steam tramways. A committee on Rural Transport, appointed by the Secretary for Scotland, reported in 1919 that the construction of a considerable number of railways and light railways is essential for the development of the country, especially of inland straths and glens in varjous regions and of the VV. coast and the islands. They gave illustrations of the results of lack of transport the impossibility of growing early potatoes on soil specially suitable, the continued use of land for sheep farming which could be turned into good meadow land, the closing of a lead mine and the impracticability of working iron stone. In many districts, land could carry more stock and would be capable of closer settlement if better transport were available. The system of water transport could also be extended with advantage. Scottish canals fell largely into disuse after the introduction of railways, and some of them were acquired for the construction of their permanent way by railway companies. The total mileage of canals in Scotland is 183. There has been much discussion of the project of a reconstruc- tion of the Forth and Clyde Canal, but without any result. The question of transport is closely associated with the utilization of water-power, several schemes for which are under consideration, the most important being schemes for the utilization of water-power in the districts of Lochaber and Fort William. In the large towns, there has been a great development of systems of electric tramways and motor omnibuses, and motor vehicles running in rural districts have proved formidable competitors to the railways.

Highlands and Islands. The Board of Agriculture issued in 1913 a report on home industries in the Highlands and Islands by Prof. R. W. Scott, who pointed out that most of the existing home indus- tries depend upon raw materials derived from the land the hosiery and tweed industry using wool, and the basket industry, osiers, and that the encouragenemt of these industries must be closely connected with general agricultural policy. Shetland industries depend upon an improvement of the wool of Shetland sheep; in the Hebrides a deterioration in the quality of home-grown wool has led to large imports for Harris tweeds, while in Skye little has been done to encourage the cultivation of osiers. The report recommended the creation of local committees, under the authority of the Board, to supervise cottage industries, but the outbreak of war prevented the carrying out of the suggestions made. The home industries in exist- ence in the Highlands and Islands in 1911 were hosiery, wool and worsted manufacture, basket-making, lace-making, silk-spinning, shirt-making, umbrella manufacture, straw hats and bonnets manufacture, small ware and fancy goods, but only one person was re- ported as engaged in lace-making. The total number of workers in home industries was 5,649, about 500 of whom were males. An at- tempt by Lord Leverhulme to establish in Stornoway a large fish- curing and packing industry and to develop the whole resources of the island has been hampered by the seizure of land by returned soldiers, and the future of the project was in 1921 still uncertain. Lord Leverhulme's proposals included the construction at Storn- oway of a fishing harbour superior to any existing harbour on the W. coast or in the western islands and the completion of a canning factory and of carding and spinning mills, the building of which was begun before the interruption of the execution of the scheme by the " raiding " of farms in the spring of 1920. The organization not 'only of the fishing industry but also of the Lewis and Harris hand- woven tweed industry was thus contemplated, along with the open- ing up of the common grazing lands in Lewis and Harris and the provision of some 3,000 allotments of a quarter of an acre in size, selected so as not to interfere with existing dairy or other farms.

The effects of the World War can readily be traced in Scotland of the present day. The efforts made, alike for the recruiting of the fighting armies, for the production of ships and munitions, and for the maintenance of food supplies, and generally, of the social and national organization, rendered those years the most strenuous period in the whole history of the country, and constitute a record of courage and endurance which cannot but leave its mark upon the national character. Like other portions of the Empire, Scotland has, since the end of 1918, suffered from the weariness produced by stupen- dous effort and from a consequent restlessness and impatience which has found vent in industrial disputes and in an eager adoption, by some of the youth, of new social ideals, in which the influence of Russian Bolshevik experiments and propaganda has been conspicuous. Such manifestations can be paralleled from other periods following the end of a great military struggle, and there is already evidence that the disturbances in organization and habit produced by the experiences of the war have reached their climax, and, with the restoration of commercial and industrial prosperity, will cease to operate adversely upon the peace of the country. (R. S. R.)

SCOTT, CYRIL (1870–), English musical composer, pianist and author, born at Oxton, Birkenhead, Sept. 27 1879, was musi- cally educated at the Hoch conservatorium, Frankfurt A/M, chiefly under Ivan Knorr. While still in the pupil stage Scott heard his first symphony performed at Darmstadt in 1899. On Scott's return to England Hans Richter produced an orchestra suite by him at Liverpool. Subsequently Scott produced a vast amount of music, more especially of songs, most of which are on the same high level as that of the Schumacherlieder of his student days. Violin and pianoforte music also poured from his pen. A series of early overtures written for plays by Maeterlinck seem to have been suppressed, but there remain a Christmas overture, the two fine Passacaglias, the Ballad of Fair Helen, La Belle Dame sans Merci, and a pianoforte concerto and also two quintets, a piano quartet and a violin sonata. Scott also published several volumes of poems, including The Voice of the Ancient (1910); The Vales of Unity (1912); The Celestial Aftermath (1915) and the prose book The Philosophy of Modernism (1917). In 1920 his Nativity Hymn was accepted for publication by the Carnegie Trust, and in 1921 he paid a visit to the United States.

SCOTT, SIR JOHN EDWARD ARTHUR MURRAY,. (1847–1912), English art collector, was born at Boulogne Feb. 23 1847. The son of an English doctor at Boulogne, he became secretary to Sir Richard Wallace, heir of the 4th Marquess of Hertford. He helped Sir Richard to organize relief for the sufferers of the siege of Paris in 1870, and after the siege, to transport the treasures of the Hertford art collection from Paris to Bethnal Green museum. It was largely through his influence that Sir Richard Wallace's widow left the collection en bloc to the British nation, together with Hertford house, and he acted as chairman of the trustees' committee until his death. He became a trustee of the National Gallery in 1897, was created a baronet in 1899, and a K.C.B. in 1908. He died in London Jan. 17 1913.

SCOTT, ROBERT FALCON (1868–1912), English sailor and explorer, was born at Devonport June 6 1868, the son of John Edward Scott of Outlands, Devonport, and entered the navy in 1882. He was promoted lieutenant and appointed to the “Amphion” in 1889, and torpedo-lieutenant to the “Majestic,” flagship of the Channel Squadron, 1898, becoming commander 1900. He commanded the National Antarctic expedition of 1901–4 (see ) and in 1905 published his account of it in The Voyage of the “Discovery.”