The sources from which modern wood-working machinery is obtained are various. Notable firms of machinists throughout this country, in America, and on the Continent, are drawn upon, each of whom, although not furnishing complete installations of wood-working machinery, are distinguished for some “special make” of one or other of the machines necessary. In the plentitude of firms whose names suggest themselves in this connection, it may be invidious to single out any for special mention, yet, of firms in this country, Messrs M‘Dowall & Sons, of Johnstone, and Messrs T. Robinson & Son, Rochdale; and of firms in America, Messrs J. A. Fay & Co., of Cincinnati, may be noticed as having furnished many machines which are highly valued in shipyards.
Notwithstanding the recent advancement in this direction, there is still scope for improved wood-working machinery, and for machines to overtake additional work in shipyards. A single, though perhaps not particularly striking, instance may be given. While attempts have been made to supply it, there is not yet, so far as the author knows, a machine for planing decks after the planking has been laid, and the seams caulked and payed. Those acquaint with the laborious and unskilled nature of the work to be done, will readily concede the fitness of applying, if possible, mechanical means to achieve it.
Attention may here be directed to the subject of improvements in shipyard machines and methods of work, directly due to the careful study of results from every-day practice. Workmen themselves have too seldom been instrumental in effecting such improvements, although in many respects the most fitting mediums through which improvements could come. A lingering antipathy to new machinery on the score of its supplanting hand work, and perhaps the want of proper knowledge of scientific principles, have prevented many from taking part in this way. To encourage the exercise of the inventive faculty amongst workmen, as well as to reap personal advantage, Messrs Denny & Brothers instituted in 1880 a scheme of rewards for invention in their establishment, which has been attended with gratifying success, and has since been copied in other quarters. Particulars of this scheme will be given in the following chapter, thus making detailed reference here unnecessary. It may be said briefly, however, that awards ranging from £12 to £3 are paid to workmen who submit inventions, and when any one has been successful in obtaining five awards he receives a premium of £20, and when he has obtained ten awards he is paid a further premium of £25—the premiums increasing by £5 for every additional five awards received. During the time it has been in vogue as many as 200 claims have been entered, over 110 of which have received awards, representing in all the disbursement by the firm of about £500. The majority of the awards made have been concerned with improvements in the joinery departments. Some of the machines there 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 safety, and with less wear and tear.
In several other sections of shipyard work, progress is strikingly evinced. Of these it may suffice to instance the work of transport between one shop and another, and between workshops and building berths, also that of lifting heavy weights either by stationery or locomotive cranes. Means of effecting such work are now employed in many yards, which, viewed in the light of former things, are truly prodigious.
The increasing propulsive power with which steamships are being fitted necessitates ponderous weights in connection with the engines and boilers. The means available for lifting such weights have not until within recent years been possessed by private shipbuilders, but have been the property of public bodies, such as Harbour Trusts. The majority of shipbuilders have still to depend on such outside aid, but within the past few years several large firms—particularly on the Clyde—who have the necessary dock accommodation, have erected in connection with their works enormous “sheer-legs;” the modern equivalent for cranes, which are now somewhat out of fashion for ponderous work. Some of these are amongst the most powerful ever erected, being capable of lifting 80, 100, and even 120 tons weight. Such enormous appliances, it may readily be understood, enables the firm possessing them to be independent of extraneous assistance, and to complete in every respect within their own establishments vessels of the largest class.
The means of transporting material in shipyards by systems of railways laid alongside the principal workshops, and traversing the yard in all directions, have been amplified and improved in many yards within recent times. Connection is made in most instances with sidings from main lines of railway, whereby materials and goods can be at once brought into the yards from whatever part of the kingdom; and in the largest yards special locomotives are constantly employed doing this work. In well arranged establishments the railway first enters a store-yard, and the material is lifted from the trucks by travelling-crane or other means, and deposited on either side of the railway, plates being set on edge in special racks, from which they can be easily removed by the workmen. Leaving this, the lines of railway traverse the building yard throughout, and are designed to permit of the material being conveyed without retrocession, but with the necessary stoppages for its being put through the various courses of manipulation, to the vessel in which it is to be used. A recent and very serviceable amplification of the system of railway transport has been fitted in one of the largest Clyde yards which enables material to be conveyed with greatly increased ease and despatch in directions and to situations wholly inaccessible to the main lines of rails. This is the narrow gauge portable system, patented by M. Decauville, of Petit-Bourg, Paris, which consists of short lengths of very light steel rails, permanently riveted to cross sleepers, and with end connections so formed as to make joint while being pressed into contact. Each section, of 4, 6, 8, 12, or 16 feet long, being complete in itself, the tramway can be laid down in any new situation very rapidly. Where divergences of route take place, curves, crossings, and light turntables are supplied, sufficiently strong to carry working loads, and at the same time light enough to be easily handled. Special waggons and trollies are also supplied by the makers, which, combined with the system of portable rails described, not only worthily take the place of, but far excel in handiness and efficiency, the ordinary wheel-barrows of the shipyard.
List of Papers, &c., bearing on modern shipyard machine-tools, appliances, and methods of work, to which readers desiring fuller acquaintance with the technique and details of the subject are referred:—