At the close of his apprenticeship, and now twenty-two years of age, William Fairbairn went to London in search of employment as a millwright or working engineer. At this time Rennie was engaged in building Waterloo Bridge, and offered work to William Fairbairn. But – and a sad 'but' it was – the Millwrights' Society, which assumed the right of determining who should be employed, would not allow work to be given to him; and for a time, along with a companion similarly situated, he underwent serious privations. Unless for succour from some hospitable relatives who gave him a dinner on Sunday, he would have been well-nigh starved. A brighter day at length dawned. A number of workmen had the fortitude to resist the monopoly of the Millwrights' Society, and banding together, set up a Society of free and independent labourers, under whose auspices Fairbairn got employment at a patent Ropery at Shadwell. Here and elsewhere he wrought as a journeyman two years in the metropolis, all the time realising good wages of from two to three pounds a week, and as formerly occupying his leisure hours mostly in reading. As he lived moderately, he saved some money, with which he hoped to push his way forward. Unluckily, he fell in with a crazy projector, who had devised a plan of delving land by machinery. The thing was ingenious, but not practicable. Induced to make a machine for the inventor, Fairbairn's small savings were swept away. He was more fortunate in his next order. It was to make a machine for chopping meat for sausages, for which he was promised thirty-three pounds by a pork-butcher. The machine, constructed with a fly-wheel and a double crank, with a dozen knives crossing each other, did its work admirably. The pork-butcher was delighted, and paid handsomely for the machine.
Put in pocket by this piece of business, Fairbairn proceeded to Dublin in quest of work, and got employment in constructing nail-making machinery. This lasted during a summer, and back he came to England, the voyage by packet to Liverpool occupying two days. A lucky thought directed him to try Manchester as a field of operations. Here he received employment from Mr Adam Parkinson, for whom he worked two years, and from his earnings was able to save twenty pounds, a sum which he destined to set him up in married life. For several years he had corresponded with Dorothy Mar, daughter of a farmer at Morpeth, and for whom he entertained an ardent affection. Fortune, as he imagined, being now propitious, marriage with Miss Mar could be discreetly contemplated, and the marriage took place June 16, 1816. The young pair commenced housekeeping in a very small and modest domicile at Manchester. William Fairbairn had still to make his way in the world, and blest with this good wife, set about doing it vigorously. For certain spheres of usefulness, Manchester offers better scope than even London. In partnership at first with Mr James Lillie, he began an independent career as a millwright, or in fact, a contractor for any large undertaking from a bridge to a spinning-factory. The two in setting up business had hardly any money, but they had brains, which had been pretty well exercised, and people were disposed to throw work in the way of what seemed to be two eager and clever young men. A large job executed for Mr Murray, a cotton-spinner, put them on their feet. Well-doing needs only a beginning. Almost immediately followed the works on a new cotton-mill for Mr John Kennedy, partner in the firm of Messrs M'Connel and Kennedy, then the largest spinners in the kingdom. The skilful manner in which improvements were introduced into the new mill brought a press of orders. The business prospered so greatly, that at the end of five years the two young men found themselves with a stock and tools worth five thousand pounds. Large and commodious premises were erected, and contracts for gigantic works were undertaken in England, Scotland, and Switzerland.
Fairbairn lived at a time when the world was startled with the marvels of steam-traction on railways, and he fancied that a similar means of propulsion could be adopted on canals. In this, after several costly experiments, he found himself mistaken, and the drainage of money was so great as to lead to a dissolution of his partnership with Mr Lillie. Now (1832), he rested entirely on his own energies and resources; but strong in self-reliance, he had no fears of the result. He turned his attention to a new branch of engineering manufacture, that of iron ship-building. For a time he had two establishments, one in London, the other in Manchester, and collectively employed two thousand hands. In 1835 began his famous investigations into the strength of iron, as regards girders, beams, pillars, and so forth; his experiments being of much scientific and mechanical importance. This, indeed, might be described as the great work of Fairbairn's life; for from his discoveries has sprung that remarkable adaptation of cast-iron in various forms – to house-building, the construction of bridges, and other works. About the same time, owing to a strike of boiler-makers at Manchester, he invented a method of riveting the plates of boilers by machinery, which at once superseded hand-labour. No longer were people assailed with the din of a hundred hammers riveting together iron plates; the machine of Fairbairn's invention substituted a rapid, noiseless, and comparatively cheap method of construction.
Until his fiftieth year, Mr Fairbairn wrote an autobiographical account of his career, and the projects with which he was concerned, which has been incorporated in the recently issued work, The Life of Sir William Fairbairn, Bart., by W. Pole (Longmans, 1877). Mr Pole continues the narrative, but in so fragmentary and meagre a form as to give us little insight into the private life of the person to whom he refers, or of the family to which he belonged. Happily we were honoured with the friendship not only of Sir William, but of his brother, Sir Peter Fairbairn of Leeds – the brother whom when a child he drew about in a little wagon of his own making, long ago in the Highlands. Our last interview with Sir William was shortly before his decease, when on what we believe was his farewell visit to Scotland. From both brothers we learned a variety of details relative to their respective professional pursuits, and on all occasions were struck with the strong practical common-sense and tact which had guided them through life. From the humblest possible circumstances, each in his own way had attained distinction by the exercise of sound judgment and persevering industry connected with the manufacture of machinery. The lesson which their lives afforded was this: that success in life is less generally due to genius than to indomitable diligence along with integrity of character.
Sir William Fairbairn never, as we know, aimed at being a great man. He wanted only to be useful in his day and generation. His habits of industry were extraordinary. Besides devoting himself specially to new mechanical contrivances and scientific researches, he spent much time in his later years in writing papers for the British Association and other public bodies. On one subject he fastened keenly. It was the prevention of smoke from factory chimneys, which he shewed could be effectually done by a more perfect combustion of fuel. The paper appeared in the Transactions of the British Association for 1844. It is doubtful if it made many converts. There seems to be a determination among manufacturers to disregard all advice or remonstrance on the subject. For more than thirty years we have used a plan for consuming smoke with perfect success and considerable economy of fuel, but our neighbours for the most part perversely go on polluting the atmosphere as usual.
As is well known, Sir William Fairbairn distinguished himself by his invention of the tubular iron bridge, sustained without stays, and, which adopted by Stephenson, was employed in the construction of the famous tubular iron bridge across the Menai Strait, which is entitled to be called the mechanical wonder of England. We have never been shot along in a railway train through that iron tube, formed by a succession of square cells placed end to end, without thinking of Fairbairn's bold ingenuity. The reputation he acquired by this and other inventions of a useful kind brought him honours from numerous quarters. He had declined to accept a knighthood, and was reserved for the higher dignity of a baronetcy, which was conferred during Mr Gladstone's tenure of office in 1869. Two years previously, he had the misfortune to lose his eldest son, John, a blow which was severely felt by him. Coming from a long-lived family – his father dying in 1844 at the age of eighty-six – and tall, robust, and active, he enjoyed health till nearly the end of his days. He died peacefully August 18, 1874, leaving three sons and a daughter, also a widow, to mourn his loss. He was succeeded in the baronetcy by his son Thomas. Though the family wished the funeral to be private, it was, as a voluntary mark of respect, attended by upwards of fifty thousand persons. Such was the end of one of the greatest engineers of our day. His whole