I found the banks of the Clyde splendid ground for gaining further mechanical knowledge. There were the ship and engine works on both sides of the river, down to Govan; and below there, at Renfrew, Dumbarton, Port Glasgow, and Greenock—no end of magnificent yards—so that I had plenty of occupation for my leisure time on Saturday afternoons. The works of Messrs. Robert Napier and Sons were then at the top of the tree. The largest Cunard steamers were built and engined there. Tod and Macgregor were the foremost in screw steamships—those for the Peninsular and Oriental Company being splendid models of symmetry and works of art. Some of the fine wooden paddle-steamers built in Bristol for the Royal Mail Company were sent round to the Clyde for their machinery. I contrived to board all these ships from time to time, so as to become well acquainted with their respective merits and peculiarities.
As an illustration of how contrivances, excellent in principle, but defective in construction, may be discarded, but again taken up under more favourable circumstances, I may mention that I saw a Hall's patent surface-condensor thrown to one side from one of these steamers, the principal difficulty being in keeping it tight. And yet, in the course of a very few years, by the simplest possible contrivance—inserting an indiarubber ring round each end of the tube (Spencer's patent)—surface condensation in marine engines came into vogue; and there is probably no ocean-going steamer afloat without it, furnished with every variety of suitable packings.
After some time, the Messrs. Thomson determined to build their own vessels, and an experienced naval draughtsman was engaged, to whom I was "told off" whenever he needed assistance. In the course of time, more and more of the ship work came in my way. Indeed, I seemed to obtain the preference. Fortunately for us both, my superior obtained an appointment of a similar kind on the Tyne, at superior pay, and I was promoted to his place. The Thomsons had now a very fine shipbuilding-yard, in full working order, with several large steamers on the stocks. I was placed in the drawing-office as head draughtsman. At the same time I had no rise of wages; but still went on enjoying my twenty shillings a week. I was, however, gaining information and experience, and knew that better pay would follow in due course of time. And without solicitation I was eventually offered an engagement for a term of years, at an increased and increasing salary, with three months' notice on either side.
I had only enjoyed the advance for a short time, when Mr. Thomas Toward, a shipbuilder on the Tyne, being in want of a manager, made application to the Messrs. Stephenson for such a person. They mentioned my name, and Mr. Toward came over to the Clyde to see me. The result was, that I became engaged, and it was arranged that I should enter on my enlarged duties on the Tyne in the autumn of 1853. It was with no small reluctance that I left the Messrs. Thomson. They were first-class practical men, and had throughout shown me every kindness and consideration. But a managership was not to be had every day; and being the next step to the position of a master, I could not neglect the opportunity for advancement which now offered itself.
Before leaving Glasgow, however, I found that it would be necessary to have a new angle and plate furnace provided for the works on the Tyne. Now, the best man in Glasgow for building these important requisites for shipbuilding work was scarcely ever sober; but by watching and coaxing him, and by a liberal supply of Glenlivat afterwards, I contrived to lay down on paper, from his directions, what he considered to be the best class of furnace; and by the aid of this I was afterwards enabled to construct what proved to be the best furnace on the Tyne.
To return to my education in shipbuilding. My early efforts in ship-draughting at Stephensons' were further developed and matured at Thomsons' on the Clyde. Models and drawings were more carefully worked out on the 1/4-in. scale than heretofore. The stern frames were laid off and put up at once correctly, which before had been first shaped by full-sized wooden moulds. I also contrived a mode of quickly and correctly laying off the frame-lines on a model, by laying it on a plane surface, and then, with a rectangular block traversing it—a pencil in a suitable holder being readily applied over the curved surface. This method is now in general use.
Even at that time, competition as regards speed in the Clyde steamers was very keen. Foremost among the competitors was the late Mr. David Hutchinson, who, though delighted with the Mountaineer, built by the Thomsons in 1853, did not hesitate to have her lengthened forward to make her sharper, so as to secure her ascendency in speed during the ensuing season. The results were satisfactory; and his steamers grew and grew, until they developed into the celebrated Iona and Cambria, which were in later years built for him by the same firm. I may mention that the Cunard screw steamer Jura was the last heavy job with which I was connected while at Thomsons'.
I then proceeded to the Tyne, to superintend the building of ships and marine boilers. The shipbuilding yard was at St. Peter's, about two and a-half miles below Newcastle. I found the work, as practised there, rough and ready; but by steady attention to all the details, and by careful inspection when passing the "piece-work" (a practice much in vogue there, but which I discouraged), I contrived to raise the standard of excellence, without a corresponding increase of price. My object was to raise the quality of the work turned out; and, as we had orders from the Russian Government, from China, and the Continent, as well as from shipowners at home, I observed that quality was a very important element in all commercial success. My master, Mr. Thomas Toward, was in declining health; and, being desirous of spending his winters abroad, I was consequently left in full charge of the works. But as there did not appear to be a satisfactory prospect, under the circumstances, for any material development of the business, a trifling circumstance arose, which again changed the course of my career.
An advertisement appeared in the papers for a manager to conduct a shipbuilding yard in Belfast. I made inquiries as to the situation, and eventually applied for it. I was appointed, and entered upon my duties there at Christmas, 1854. The yard was a much larger one than that on the Tyne, and was capable of great expansion. It was situated on what was then well known as the Queen's Island; but now, like the Isle of Dogs, it has been attached by reclamation. The yard, about four acres in extent, was held by lease from the Belfast Harbour Commissioners. It was well placed, alongside a fine patent slip, with clear frontage, allowing of the largest ships being freely launched. Indeed, the first ship built there, the Mary Stenhouse, had only just been completed and launched by Messrs. Robert Hickson and Co., then the proprietors of the undertaking. They were also the owners of the Eliza Street Iron Works, Belfast, which were started to work up old iron materials. But as the works were found to be unremunerative, they were shortly afterwards closed.
On my entering the shipbuilding yard I found that the firm had an order for two large sailing ships. One of these was partly in frame; and I at once tackled with it and the men. Mr. Hickson, the acting partner, not being practically acquainted with the business, the whole proceeding connected with the building of the ships devolved upon me. I had been engaged to supersede a manager summarily dismissed. Although he had not given satisfaction to his employers, he was a great favourite with the men. Accordingly, my appearance as manager in his stead was not very agreeable to the employed. On inquiry I found that the rate of wages paid was above the usual value, whilst the quantity as well as quality of the work done were below the standard. I proceeded to rectify these defects, by paying the ordinary rate of wages, and then by raising the quality of the work done. I was met by the usual method—a strike. The men turned out. They were abetted by the former manager; and the leading hands hung about the town unemployed, in the hope of my throwing up the post in disgust.