The progress of shipbuilding and marine engineering on the Clyde may be said to include several more or less well-defined periods or stages, and the student of industrial progress must feel bound to connect with these the name of the late John Elder, a distinguished leader in these important industries, and an engineer whose improvements in the marine engine deserve to rank alongside those improvements which James Watt effected in his day. In 1852 Mr Elder joined his friend, Mr Randolph, in an established business, and shortly afterwards made preparations to add marine engineering to the mill-wright and other businesses of the firm. The new firm speedily established itself through a series of improvements, having for their object the reduction of fuel consumption on board steam vessels. In 1860 the firm commenced to build ships, and as shipbuilders and marine engineers they laboured successfully for sixteen years, building during that period 106 vessels, with an aggregate tonnage of 81,326 tons, and constructing 111 sets of marine engines, showing a nominal power of 20,145 horses. At this time the co-partnery contract expired, and Mr John Elder took over the entire works, carrying them on with great success until his death, which occurred in London in September, 1869, when at the early age of 45 years. After his death the business of the firm was taken up by Mr John F. Ure, Mr J. L. K. Jamieson, and Mr William Pearce, all of whom had previously achieved distinction in shipbuilding and engineering, and the efforts of these gentlemen far exceeded the success of Mr John Elder’s first firm. In 16 years, as above stated, the latter launched 106 vessels of an aggregate tonnage of 81,326 tons, and constructed 111 sets of marine engines of 20,145 nominal horse-power, whereas the new firm launched in nine years 97 vessels of an aggregate tonnage of 192,355 tons, and constructed 90 sets of marine engines of 31,193 nominal horse-power. About six years ago Mr Ure and Mr Jamieson retired from the firm, leaving Mr Pearce sole partner, and during these six years the activity and enterprise formerly characterising the firm have been worthily sustained, and the firm has kept in the very front rank. In maintaining this position, and achieving unprecedented results in the matter of swift steamships, not a little credit is due to Mr A. D. Bryce-Douglas, an engineer of well-attested skill, who wields the sceptre of authority in the engineering section.

The works, which are situated on the south bank of the Clyde at Fairfield, near Govan, occupy an area of about 70 acres, and comprise shipyard, boiler shop, engine works, and tidal basin. The disposition of the various workshops is admirable, and as these are connected with each other by a broad gauge line of rails communicating with all parts of the yard and the terminus of the Govan railway, the conveyance of raw material in the first instance, its location in whatever section of the works it may be specially designed for, and its transmission in the form of finished items of structure or outfit to the vessels of which it is to form part, are all accomplished with ease.

Entering by the south-east gate, the visitor proceeds in the direction of the business offices, his first impression probably being one of wonder at the immense quantities of iron and steel in plates and bars covering every available piece of ground, as well as the great quantity of timber of all dimensions stacked and in racks, maturing for after use. Arriving at the offices of the firm, the visitor is probably first ushered into the draughtsmen’s rooms, which, as well as a large reception-room, contain an extensive collection of models of the vessels that have been constructed by the firm. In these apartments a large staff of draughtsmen are employed in the work of designing new vessels, and making working drawings of ships already contracted for.

Following the routine of practical operations the visitor is conducted to the moulding loft, which is 320 feet long by 50 feet wide. Here the drawings of the vessels are put down full size. The term “laying off” is applied to the operation of transferring to the mould loft-floor those designs and general proportions of a ship which have been drawn on paper, and from which all the preliminary calculations have been made and the form decided. The lines of the ship and exact representations of many of the parts of which it is composed are delineated here to their actual or real dimensions, in order that moulds or skeleton outlines may be made from them for the guidance of the workmen. These lines, when completed and carefully verified, are afterwards transferred to scrieve boards, from which the frames, floors, &c., are bent. In connection with the moulding loft is a pattern shop, in which the various moulds required in “laying off” are made.

Descending to the iron-work machine shop, which measures about 1000 feet long by 150 feet wide, a scene of great activity meets the eye. Proceeding to that section where the bending blocks are situated, the operation of forming the frames of a vessel may be noticed. The bending blocks are massive iron plates weighing several tons, on which the form of the frame is marked from the scrieve boards. All over the blocks are round holes, closely spaced and equidistant, in which iron pins are placed to give the form of the frame to be bent. Long bars of angle-iron, properly heated in adjacent furnaces, are brought by the workmen to the blocks, and there the bars are bent round the pins to the form required. The half frame of a ship is thus fashioned to the proper form in little more time than it takes to describe the process. It is now allowed to cool, and it is then returned to the scrieve boards to be set or adjusted with the reverse frame, which with the floor plate go to make the frame in its finished form. While this is going on, the keel blocks are being laid in the usual manner on the building slip, and the keel, stem, and stern-posts are being forged and drilled. The keel is laid, and the frames are then set up in their places, and are kept in position by shores and ribbon pieces. The stem and stern-posts are then set up, and the work now becomes general all over the vessel. The beams previously made are put up, the bulkheads, stringer plates, and keelsons are added in due succession, and the outside shell is being fitted and riveted. Thus the full and perfect form of the vessel is gradually developed, and exhibits one of the most interesting and useful productions of man’s labour. In the bending shop alluded to are several large Gorman furnaces, 25 smithy fires for heating angle irons, several sets of plate-bending rolls, five stands of vertical drilling machines with several spindles each, a huge punching machine capable of producing ten rivet holes at each operation, squeezers, boring, planing, counter-sinking, plate-bending, plate planing, numerous punching and shearing machines, and other appliances. The motive power of this section is supplied by a powerful set of engines lately erected by the firm.

Immediately to the front of this building are the slips, which extend 1,200 feet along the Clyde, and admit of 12 to 14 vessels being proceeded with at one time. While proceeding among the slips hydraulic riveters may be observed at work on several structural features. The attention given to such machines in the preceding chapter makes further notice here unnecessary.

When a steamship leaves the ways she is towed into the firm’s tidal dock to receive the boilers and machinery. With the assistance of a pair of 80-ton sheer-legs, Messrs Elder & Co. are able to complete this part of the construction of a vessel with wonderful despatch. In connection with this section is a smithy and small mechanics’ shop, which are alongside of the wharf. Space will not permit a description of the smiths’ shop, the paint shop, riggers’ loft, plumbers’ shop, belt-makers’ shop, boat-builders’ shop, block and pattern-makers’ shop, pattern store, general store, &c., about each of which much of interest might be written.

The wood-working department, though stocked with the most approved labour-saving appliances, still affords employment to several hundreds of hands. In the saw mill, which is about 100 feet square, there are several sets of steam saw frames, circular saws, planing machines for operating on deck planks, and other tools, the producing capacity of which is very large. Adjacent to this is the spar shed, where all the spars required on board the vessels are made.

In the joiners’ shops are numerous wood-working machines, which are placed advantageously all through this department, comprising planing, morticing, and moulding machines, circular and fret saws, surface planing and jointing machines, general joiners, lathes, and a variety of other tools from the most noted makers of this class of mechanism. The cabinetmaker’s shop is a spacious one, and here the finer class of interior fittings are seen in all stages of progress. Nothing in this section seems omitted in the way of mechanical appliances to afford the utmost facility for rapid production and excellence of workmanship.

The marine engineering department of the business is conducted in an imposing pile of buildings about 300 feet square. This immense shop is 50 feet high, and is divided into four bays, or compartments, by three spacious galleries of two floors, each 30 feet wide, and extending the entire length of the building. These galleries serve the double purpose of supporting powerful travelling cranes (two of which are capable of lifting loads of 40 tons, and the other two lesser weights), and providing convenient retreats where boilermaking, copperwork, and other operations are conducted. It is doubtful if a similar collection of ponderous tools is to be found anywhere else in Great Britain. Notable among the heavy tools seen here in operation is one of enormous proportions for planing and trimming armour plates, being capable of smoothing a surface 20 feet by 6 feet. There are three self-acting screw-cutting lathes, two slotting machines of great power, a universal radial drilling machine, with a radius of 18 feet, capable of boring a hole 4 inches in diameter, through a 9 inch plate in half-an-hour; a turning lathe having a 10-ft. spindle with a diameter of 20-ins.; a planing machine which cuts either horizontally or vertically, and has a traverse of 15 feet by 12 feet; two vertical boring machines, each with a travel of 5 feet; a turning lathe 8½ feet in diameter, with a 34 feet shaft; and a terrible and mysterious-looking machine, with a metallic disc 18 feet in diameter, armed with powerful steel cutters fixed round its circumference, which takes a shaving of 2½ inches off the mass of iron upon which it is operating. This machine was the invention of the late Mr Elder’s father, and is one of the most wonderful tools in existence. Adjoining this engine shop is the forge, which, with its 50 fires, 16 steam hammers, and all the necessary appurtenances to produce forgings with despatch, is an exceedingly busy section of the works. It is 300 feet long and 100 feet wide; and being lofty, excellent ventilation is obtained.

There are three smithies of large dimensions—one being retained for heavy work, and the others for light work. In connection with the engine shop is a pattern shop which, like all the other wood-working departments of the premises, is fully provided with tools having the most modern improvements. The brass foundry is well appointed, and is arranged in two sections—one for light, and the other for heavy work. Manganese bronze propellers, of which the firm make a speciality, are made here in great numbers; the monthly output of this department amounts to 45 tons, all of which is used up in the yard, with the exception of a number of propellers which the firm supply to other shipbuilders.

The capabilities of the Fairfield establishment, it may readily be believed, are of the highest order. Scarcely anything need be said in substantiation of this, as the past few years have witnessed the continuous production from its stocks of very many steamships of the highest class, whose names have already become “household words.” Of these it may be sufficient to instance the Arizona, the Alaska, the Austral, the Stirling Castle, and the Oregon. Apart from these, and perhaps no less worthy examples of Fairfield work, vessels of war have been turned out to a goodly extent, as well as vessels for a great variety of trades, but it is for the fast mail and passenger steamships that the establishment is chiefly famed. Its reputation in this respect bids fair to be augmented by the production of the two powerful Cunard steamers already referred to in this work, and which are now nearing completion.

The following tabulated form shows the amount of tonnage built, and the horse-power of engines fitted, by Messrs Elder & Co. during the past fourteen years:—

During ordinarily busy periods the number of operatives employed by Messrs Elder & Co. reaches six thousand. The united earnings of this great army of workmen amount to over £33,000 per month. As a further indication of the stupendousness of the works, it may be mentioned that on board a single vessel—the Umbria—as many as 1,200 workmen have been employed at one time. The supervision of affairs in this great establishment is, as may readily be understood, a matter necessitating numerous “heads,” “sub-heads,” and departments. The general manager in the shipyard is Mr J. W. Shepherd, a naval architect of well-approved ability.

The firm of William Denny & Brothers, Dumbarton, began the business of iron shipbuilding in the year 1844, in a small yard situated on the east bank of the river Leven. To this they subsequently added the “Woodyard” on the opposite side of the river, which had been occupied for a considerable period by William Denny the elder, builder of the “Marjory,” “Rob Roy,” and many other notable craft, during the infancy of steam navigation. The composition of the firm at the outset comprised William, Alexander, and Peter, sons of the builder of the “Marjory,” but it was augmented after a time by the assumption of two other brothers, James and Archibald. The co-partnery some time after again underwent change when the two brothers Alexander and Archibald seceded, and formed small yards of their own. In 1854 the firm sustained an almost irreparable loss in the death of William, the original promoter of the concern, to whose energy and surpassing skill most of the success then attained was due. His decease was deeply lamented, not only as an irreparable family bereavement, but as a public loss. When he first devoted his energies to the formation of an iron shipbuilding concern, it was at a time of great industrial gloom in the community. With its successful establishment began a brighter era in the industrial and social history of the burgh—one which has never once been seriously interrupted, and seems only now to be approaching the “high noon” of its prosperity. Sometime subsequent to the decease of William, the co-partnery was further reduced through the death of James. For a considerable time thereafter the business was carried on by Peter alone, until in 1868 he was joined by his eldest son William, and 1871 by Mr Walter Brock—co-partner in the firm of Denny & Coy.: a distinct marine engineering business established by Peter Denny and others in 1851. Within the past three years farther accessions to the firm have been made in Mr James Denny, son of James of the original firm, and in Messrs Peter Denny, John M. Denny, and Archibald Denny, sons of Peter, and younger brothers of William, who for some time has been managing partner of the shipbuilding firm, as Mr Brock is of the engine works.

In 1867 the firm transferred their establishment to the present site on the east bank of the river Leven near its confluence with the Clyde, and under the shadow of the Castle-rock, which figures largely, alike in the scenic renown and the historic annals of Scotland. Through a most elaborate series of extensions and improvements carried out within the past two-and-a-half years, the works have been enlarged to more than double their previous dimensions, and correspondingly increased in working capability. They occupy a total area of forty-three acres, over five acres of which are taken up with wet dock accommodation, and as much as seven-and-a-half acres with workshops, sheds, and roofed spaces of various kinds. The yard has a most advantageous and extensive frontage to the Leven, which, under the provisions of a recently obtained Harbour Act, is being greatly improved as regards width and deepening. The principal launching berths, eight in number, are ranged about the centre portion of the yard’s length, and their projections into the river Leven, favoured by a bend at this part, are almost in the direct line of its course. Through the recent improvements, these berths are capable of receiving vessels of dimensions and tonnage such as the present race for big ships has not even approached. The arrangement permits of eight vessels being built of lengths ranging gradually from a maximum of 750 feet downwards. Besides these principal berths, there are spaces near the south end of the yard, where light-draught paddle-steamers and the smaller class of screw vessels are constructed and launched, or taken to pieces and shipped abroad. All the work of construction, fitting out, and putting machinery on board ship, is accomplished within the yard gates. Contributing to this result are two tidal docks, one newly formed, of over four acres in extent, and another of over an acre. The bottom of the new dock is 26 feet below the level of the yard and wharfage, affording at high tide 20 feet of water. In connection with the dock, powerful sheer-legs are being erected by Messrs Day & Summers, of Southampton, capable of lifting the enormous weight of one hundred tons. Alongside of the smaller dock are a pair of sheer-legs, capable of lifting 50 tons, with two subsidiary cranes of 10 tons each. For all purposes, either of construction or outfit of the largest vessel, these and the other enlarged resources place the firm in a position of entire independence with regard to extraneous accommodation or appliances. The engines and boilers for Messrs Denny Brothers’ vessels are invariably supplied by Messrs Denny & Company, whose large works, greatly extended within recent years, are situated further up the Leven. Along the eastern boundary of the Leven Shipyard, for over 1000 feet of its length, the joiners’ shops, blacksmiths’ shops, machine sheds, outfit stores, &c., are ranged. The joiners’ shops are most admirable for the completeness of their appointment. They occupy the ground floor and first flat of a three-storey building, 250 feet by 65 feet, forming part of the range spoken of. The machines contained in these apartments are of the newest and most approved description of both British and American make, and embrace moulding, planing, mortising, tenoning, dove-tailing, nibbling, scraping, and sand-papering machines; circular, band, and cross-cut saws; also machines for decorative carving and incising, &c., the whole being driven by a special engine of considerable power, located near the building. A large sawmill and shed, containing various wood-working machines, are situate close to the Leven, near the south end of the yard, and all the wood employed in the yard is here cut from the rough. The blacksmiths’ and angle smiths’ shops and the machine sheds are correspondingly well furnished with the most modern appliances. The former of these contain over fifty fires, and ten steam hammers, as well as verticals, lathes, &c., conveniently situated. The latter are splendidly equipped, containing several large plate rolls, planing machines, beam-bending machines, and an assortment of multiple drills and counter-sinking machines of the most modern type; also a large number of punching and shearing machines, including two man-hole punches capable of piercing 30 by 20-in. holes in plates ¾-inch thick. The plate and frame furnace, bending block, and scrive board accommodation throughout the yard, is of extent commensurate with the other features above described, all of which being of recent formation, are of the most approved and modern description.

The system of railways throughout the shipyard is of an unusually complete description. Connection is made with the main line of the North British Railway, and enters the yard on its north side, where a store-yard of about two acres affords ample storage accommodation for material in steel and iron. Leaving this and traversing the building yard throughout, the lines of railway are designed to permit of material being conveyed without retrocession to the vessel of which they are to form part, but with the stoppages necessary for their being put through the various courses of manipulation. In addition, the yard is traversed in directions and to situations inaccessible to the main lines of rails, by the narrow gauge portable system, patented by M. Decauville, which is of great service.

A special department in the establishment of Messrs Denny, and an entirely novel feature in a private shipyard, is the experimental tank, already referred to in the Chapter on scientific progress. This notable section of Messrs Denny’s works may be described as consisting of a basin 300 feet long, 22 feet wide, and containing 9 feet of water over the principal portion of its length. Around this basin are the shops and appliances for the work which has to be done—constructive, experimental, and analytical. This work on the constructive side consists of making paraffine models, which represent on an appropriate scale the ships to which the experiments have reference; the paraffine is melted, cast in a rough mould to the approximate shape, and afterwards faired off by a specially-constructed and very ingenious cutting machine. When finished the model is passed on to the second stage—the experimental. A stationary engine draws a carriage along a railway suspended above the water space, the carriage is accompanied by the model, with an attachment which allows the model to move freely, and at the same time to depend entirely for its propelling force upon a spring carried by the carriage. The extensions of this spring are measured and recorded automatically, so too are the speeds, the record being made by electric pens in the form of diagrams, on a revolving cylinder which is part of the apparatus of the carriage. The analytical work consists of obtaining from the diagrams the items of speed and propelling force, the relation between which, at all speeds for which the experiments have been made, is thus obtained. The facilities which are offered by the tank for investigating to the utmost the laws of hydrodynamics in so far as they affect, practically, the resistance of ships, is thus obvious. On the facade of the tank, fronting the public street, Messrs Denny have placed an admirably-sculptured medallion portrait of the late Mr William Froude, of Torquay, the noted experimentalist. Underneath is the following inscription:—“This facade of the Leven Shipyard Experimental Tank is erected in memory of the late William Froude, F.R.S., L.L.D., the greatest of experimenters and investigators of hydrodynamics. Born 29th November, 1811. Died 14th May, 1879.”

Telephonic communication having previously been established with advantage between Leven Shipyard and the Engine Works of Messrs Denny & Co., towards the close of 1883 a telephone exchange system was established in the shipyard, by which means twenty-six separate places are in communication with one another. These are the residences of the principal members of the firm, the manager’s house, the Levenbank Foundry, the Dennystown Forge, four stations at the Engine Works, and seventeen stations within the shipyard, representing in all from six to seven miles of line wire. The electric light has already been partially introduced into the shipyard, but steps have been taken by the firm for further extending it to the various offices, the experimental tank, the joiners’ shop, and the upholstery and decorators’ rooms, as well as providing arc lamps of great power to light up the area of the yard itself.

Besides the introduction of the electric light into their yard, Messrs Denny have formed an electrical department in connection with their works, which will not only be employed in arranging and maintaining the yard installation, but will also undertake the fitting of the electric light installations on board vessels built in the yard. To supervise and manage this important department—which, it may be remarked, is entirely novel as a branch of shipyard work—the firm have engaged the services of a skilled electrician, under whom a staff of operative electricians are employed.

On account of the increased employment it brings to their townspeople, and also doubtless on grounds of increased economy and efficiency, Messrs Denny seek to overtake, as much as possible, the entire work connected with a ship’s construction and outfit in their own establishment. Towards the close of 1881 they began the introduction of a department for the designing, decoration, and furnishing of the saloons of their vessels. This department is now of established importance in the yard, and embraces four more or less distinct branches. Firstly, the architectural and decorative designs of the various saloons are determined upon by what may be called the architectural branch, under the immediate supervision of a professionally-trained architect. The work of practically carrying out these designs is at present entrusted to three sections of workers. (1) The decorative department, proper, which overtakes the painting of the various ornamental panels, dados, friezes, &c., of the saloons, and the staining of the coloured glass used in saloon windows, skylights, doors, &c. (2) The carving department, in which the carved work fitted on the bow and stern of vessels, also the numerous small pieces of carved work introduced into the architectural arrangement of the saloons, are overtaken. (3) The upholstery department, in which all the work connected with upholstering the saloons and state-rooms—usually, in other yards, made the subject of sub-contract—is overtaken from first to last. In this branch female labour is employed to a considerable extent, while much of the decorative painting referred to above is also done by females. Under the guidance of a lady artist, the employés in this branch have evinced much aptitude and taste for the work.

Successive enlargements and increased appliances have now rendered the Leven Shipyard capable of turning out from 40,000 to 60,000 tons of shipping per annum. The work hitherto achieved has been almost exclusively that of steamship building, but inside of that general limitation it has been of a varied and comprehensive description. Steamships for many of the largest ocean and coast-trading companies, gun-boats and transport ships for foreign Governments, and light-draught paddle-steamers for the rivers Volga, Danube, Ganges, and Irrawaddy, have all been furnished from the stocks of Leven Shipyard. The accompanying list, which is of work done during the period of the firm’s existence, viz., since 1844, affords at once an adequate conception of the large amount of important work done for the better-known shipping companies:—

Adding to this record the work finished since the close of 1883 and presently on hand, the total for the British India Company is increased to 115,960 tons; that for the Union Company of New Zealand to 21,260, and en addition is made to the list in the two large steamers Arawa and Tainui, for the Shaw, Savill, & Albion Company, which together make about 10,000 tons. The following exhibits in tabular form the number and tonnage of vessels built by the firm from their beginning the business of iron shipbuilding in 1845 up to and including 1883:—

The firm, it may be stated, is now engaged in the construction of their 300th vessel. Notwithstanding the work of re-arrangement and enlargement which has been under progress for two years or more, the work turned out during that period has been in no way behind as compared with other periods—a fact which eloquently testifies to the administrative ability of those in authority, and to the skill and energy of Mr John Ward, the general manager of Messrs Denny’s large works.

In August, 1880, the firm issued a notice to their workmen stating that, having observed during the previous two years many improvements in methods of work and appliances introduced by them into the yard, they very readily recognised the advantage accruing to their business from these efforts of their workmen’s skill, and were desirous that they should not pass unrewarded. The notice further stated that to carry out this desire an Awards Committee had been appointed, which would consider any claims made by the workmen, and grant an award in proportion to the worth of the improvement made, the amount in no case to be more than £10, or less than £2. The committee then appointed, and which still holds office, was composed of well-known local gentlemen, in every way competent to adjudicate. Fully a year later the firm announced that in the case of an invention thought worthy of a greater award than £10, they had empowered the Committee to grant such an award, or were willing, in addition to giving an award of £10, to take out at their own expense provisional protection at the Patent Office on behalf of the inventor, so that he might either dispose of his invention or complete the patent, provided always they had free use of the thing patented in their own establishment. From the reports which have yearly been issued by the committee, it is apparent that considerable success has attended the scheme. The number of claims made since its institution has been as follows:—In 1880, 12; in 1881, 32; in 1882, 27; in 1883, 20; in 1884 (till July only), 91; total, 182. Awards have been granted as follows:—In 1880, 5; in 1881, 22; in 1882, 21; in 1883, 18; in 1884 (till July only), 27; total, 93. It is worthy of note that about one-half of the awards have been gained by workmen in the joiner’s department. Some of their machines have been modified or altered so as to do twice the quantity of work previously possible, some to do a new class of work, and others to do the same work with greater ease and safety. Four inventions have gained the maximum award of £10, viz., (1) an improvement made on ships’ water-closet and urinal; (2) the invention of a machine to cut mouldings imitative of wicker work; (3) an improved arrangement for disengaging steam and hand-steering gear on board ship; (4) an improved method of laying the Decauville railway across the main line. In connection with this latter invention, the patentee of the Decauville railway system, supplemented the committee’s grant to the extent of £10. In a note to last year’s report, the firm state that they have decided to increase the maximum grant from £10 to £12, and the minimum from £2 to £3; and that in the case of two men being engaged at the same invention, should it be found worthy of an award, each will receive at least the minimum award of £3. A still more recent announcement states that “whenever any workman has received as many as five awards from the committee, reckoning from the time the scheme came in force, he shall be paid a premium of £20, when he has received as many as ten awards he shall be paid a further premium of £25—the premiums always increasing by £5 for every additional five awards received.” Already, it may be stated, four separate workmen have received five awards, and become the recipients of the £20 premium.

With regard to the employment of females in Messrs Denny’s yard, it may be interesting to state further that the total number generally employed throughout the works amounts to between 80 and 100. In addition to the numbers employed in the decorative and upholstery departments, already noticed, a large contingent are engaged in the polishing rooms, and a further number in the drawing offices as tracers. The employment of females as tracers in shipyard drawing offices, it may be stated, is of recent date. The system had previously been in operation at the locomotive works of Messrs Dübs & Co., and Messrs Neilson & Co., of Glasgow. Having proved a success there, it has been gradually adopted by shipbuilding and engineering firms on the Clyde, and more recently on the Tyne. The staff in Leven Shipyard consists of 20 members, four of whom are employed in the experimental tank department. All the girls are selected by written competitive examination, the subjects of examination being arithmetic, writing to dictation, and block-letter printing. At first it was intended the girls should simply be trained as tracers, but they displayed such aptitude that to tracing was added the inking-in of finished drawings and the reduction of plans from a greater to a less scale. This they do with a very fair degree of accuracy and neatness. The experienced members of the staff are now employed making displacement calculations, including plotting the results to scale, centre of buoyancy, and metacentre calculations; calculations of ships’ surface, working up and plotting of speed trial results, stability calculations. Most of these calculations are made out on prepared printed schedules, and the whole of the work is superintended by a member of the male staff. In the work of calculation the girls, it may be stated, make large use of such instruments as the slide rule, Amsler’s planimeter and integrator. To secure clearness and uniformity in the work of writing titles, data, scantling, &c., on the various drawings and tracings, it was found advisable to train the females in the art of lettering these features in a uniform style of lettering in place of writing them. In this work they display considerable proficiency and expertness, the results being uniformly legible and well arranged.

Before passing from the subject of female employment in Messrs Denny’s establishment, attention should be drawn to one fact, of which assurances have been given by those well informed in the matter. In no instance has the employment of females led to the displacement of men as yard operatives. Those departments into which females have recently been introduced are now numerically as large as before the innovation. In some cases, indeed, the numbers are greater than before; new avenues of labour, and greater elaboration of the old, being the grounds of need for the accessions.

The business of this firm was founded in 1846, by Messrs James & George Thomson, father and uncle respectively of the present members of the firm. Originally the firm were engineers, but in 1851, shipbuilding operations were commenced, the yard being then situated in the upper reaches of the Clyde. Twenty years later the increase of the firm’s business and the demand for better accommodation for shipping made it necessary for the firm to take new ground. The present site at Clydebank was therefore chosen for their shipyard, and since its formation many wonderful transformations have been effected. It is fully twelve years since ground was first broken. At that time there was neither house nor railway accommodation, and the difficulties were not easily surmountable, and it must have been determined courage and energy that in such a short time not only formed such a large establishment, but created a town, and introduced a railway. From Clydebank yard, it may be needless to state, many of the most famous vessels of the Cunard, Peninsular, and Oriental and Union Lines have been launched. From its stocks have emanated such well-known vessels as the Bothnia, Gallia, Thames, Moor, Hammonia, and the great Cunard liner, Servia, while within a very recent period another vessel—the America—seemingly destined to eclipse the fame of all these other notable craft, has been built and sent to sea.

Until about two years ago, the engineering section of Messrs Thomson’s business was conducted at Clydebank Foundry, Finnieston, Glasgow. It was then resolved, however, to centralise the works, and thus save the great expense of fitting out vessels away from the yard, as well as secure the increased facilities offered in the management and controlling of large bodies of workmen. This important undertaking has now been accomplished, and the establishment, as now arranged, is equal in extent and working capability to any other private shipbuilding concern. The entire premises occupy about thirty-five acres of land, and comprise building yard, tidal basin, yard workshops, and engine and boiler works. When in full operation the establishment gives employment to over 4,000 workmen. The yard possesses eight building slips, laid out for the largest class of vessels, and owing to their situation—facing the river Cart, which here joins the Clyde—excellent facilities for the launching of vessels are afforded.

Proceeding to describe the works more in detail, as in the case of a personal visit, the first feature that may be noticed is a handsome block of buildings which stands some distance from the main entrance to the shipyard. These buildings comprise the clerical, managerial, and naval architects’ offices; also a spacious apartment in which are located splendidly-executed models, and sections of the hulls, of the vessels which have been built by the firm. Passing through the yard large quantities of the raw material of the modern shipbuilder are observed on railway waggons, and in sheds—including iron and steel plates, bar, T, H, Z, angle, flat, channel, tubular, and other forms of wrought-iron. This material is brought into the yard by railway, which forms a siding of the North British system about a quarter of a mile distant.

The iron and steel plates are first manipulated in a large shed open at the sides and ends, and measuring some 500 feet by 150. Here are situated a large number of powerful machine-tools—bending and straightening machines, punching and shearing machines, drilling machines, hydraulic riveting machines and the like. Some are of the largest sizes made, one punching machine being a 33-inch gap tool. Several other machine-tools in this large shed have special features worthy of notice, and one in particular, a flat keel plate bending machine, must be referred to with some detail. The machine in question was made by the Messrs Thomson themselves, and constitutes perhaps the latest application of machinery to shipbuilding purposes. It is supplied by hydraulic power from the accumulator that works the riveting plant—which is on the Tweddell system—and is composed of a number of arms resting on a horizontal bar. The arms are raised or lowered to suit the different shapes required, by means of a hydraulic ram placed at each end and pressing upon the horizontal bars.

Leaving the machine-tool shed, which, by the way, is amply provided, as indeed are the works generally, with travelling and fixed lifting appliances, and while en route for the smiths’ shop, are observed several isolated punching and shearing and other machine-tools for special purposes, and driven by self-contained engines or hydraulic power. The smiths’ shop is a well-arranged workshop, 600 feet long by 60 feet wide, and contains 108 smiths’ fires, besides three furnaces at each end for heating frames and plates, for bending and other manipulative purposes. This department is well supplied with the mechanical contrivances of the forge, including steam hammers of various capacities graduating from 12 cwt. up to over one ton. There are 16 small jobbing hammers in this shop; a massive 70-cwt. hammer of Messrs Thomson’s own make, is used in the production of stern-posts, rudders, and heavy forgings. The smiths’ shop is built upon excellent and somewhat unusual principles, the roof being so constructed as to readily admit of the egress of the smoke from the fires, thus securing good ventilation.

An engineering and machine shop, well equipped with lathes, drills, and other appliances, limited to the operations connected with the production of water-tight doors, steering gears, and the like, is next passed. In close proximity is the riggers loft, where a large staff of workmen, with the aid of mechanical contrivances, manipulate the rigging for the vessels nearing completion in the dock. The firm’s well-appointed saw mills are provided with a full complement of sawing machinery, much of it of a special and very cleverly contrived character. One machine, for instance, is capable of cross-cutting and ripping a log into the required sizes right away, without the usual intermediate manipulation. The arrangements for conveying the timber into position, and for removing it when cut, are very complete, and eminently calculated to ensure rapidity of production. In convenient proximity to the saw mills are the “saw-doctor’s” quarters. The old-fashioned practice of sharpening the teeth of the saws by hand-filing is discarded here in favour of a more rapid and effective method of obtaining the requisite amount of sharpness and “set.” Emery-wheels are employed and accomplish the process with a great saving of time and labour.

Amongst the other departments with regard to which no details need be given, yet all of which are admirably appointed, are the brass foundry and finishing shops, where the brass castings and fittings are prepared. The joiners’, carpenters’, and cabinetmakers’ shops are an important and extensive branch of the Clydebank premises. The building in which they are located measures 220 feet in length, by 156 feet in width. Here the ordinary ship-joinery work is undertaken, and the tasteful and magnificent furnishings, used in the luxurious equipment of the vessels built in the yard, are produced in great numbers. The joiners’ and cabinetmakers’ shops are provided with a vast number of ingenious sawing, wood-working, as well as the more ordinary joinery appliances, manufactured for the greater part by Messrs J. M‘Dowall & Sons, Johnstone, near Glasgow, and Fay & Son, the well-known American house. It is noteworthy that the belting for driving the multiplicity of machines located in this department is all conducted below the floor: in this way a welcome freedom from obstruction, and comparative immunity from danger, is effected.

A word may be added with regard to the engines and boilers used by the firm for driving their machinery. During the day the most of the machinery is driven from these main engines, the chief of which is a 200 horse-power motor, by Messrs Tangye, of Birmingham; and at night the principal machine tools and several of the workshops derive their requisite motive power from the small self-contained engines, which are attached, or are in close proximity, to them.

The engineering and boilermaking section of the works occupies in all a space of about 12,000 square yards. The boiler shop is a large and lofty galleried workshop, occupying an area of 4,000 square yards. It is splendidly equipped with all the most modern appliances for accurate and heavy work. Attention may specially be drawn to an enormous hydraulic riveter, erected by Messrs Brown Brothers, of Edinburgh. This riveter, which is just undergoing completion, is designed with a 6½ feet gap, and can close with ease rivets up to 1¾ inch diameter. It is rendered necessary owing to the tendency to greatly increase pressure since the introduction of the triple expansion engine. An engine of 100 H.P., having a steam accumulator, gives the necessary power for working this, and advantage has been taken of the extra power to actuate a system of hydraulic hoists, winches and capstans, which are being substituted for the coal-devouring and often dangerous donkey boilers and steam winches, usually in use for this purpose. The hoists will also be applied to the larger latches in order to save manual labour.

When ready to be placed on board ship, the boilers are run down to the dock by means of a tramway, in the foundations of which as many as 600 tons of slag have been packed. The boilers are then lifted on board and lowered to their proper place by means of massive shear-legs, constructed by Taylor, of Birkenhead, which are capable of lifting the enormous weight of 120 tons, and which have a foundation composed of some 700 tons of cement.

The new engine works comprise erecting, turning, and tool shops, smithy, brass foundry, and depot for laying castings and other goods, also large stores. The whole cover an area of about 8,000 square yards, making, with the 4000 square yards occupied by the boiler shop, a total area of 12,000 square yards. Machinery by the well-known makers, Messrs Shanks, Heatherington, Harvey, and others, of the most modern and powerful description, has been laid down, also overhead travelling cranes, by Taylor, to lift 30 and 40 tons respectively. Railways have been introduced throughout the shops, and a 6-ton crane locomotive lifts and deposits castings where required. In fact, everything that the most modern engineering skill could suggest has been introduced in order to fit the place for turning out not only the largest class of marine engines, but also for the saving of manual labour, and it is expected that 50,000 I.H.P. can be turned out per annum. The entire premises, it should be stated, are illuminated by the electric light, partly on the “Brush” and partly on the “Swan” systems. The vessels on the slips and in the dock are also illuminated by electric light applied in a portable form.

Since having commenced shipbuilding operations, Messrs J. & G. Thomson have placed as many as 200 vessels in the water, representing an aggregate of 300,000 tons, and a gross capital value of about £7,500,000. The position, therefore, that Clydebank yard takes amongst the shipbuilding establishments of the United Kingdom is certainly in the very front rank. The general manager of the extensive works is Mr J. P. Wilson, a gentleman of extended experience, who has before held similar posts, but none more onerous and exacting. Amongst other of the responsible officials at Clydebank of whom mention should be made Mr J. H. Biles, the firm’s naval designer, occupies an important position and shares in the credit attaching to successful work.