As a quarter of a century has not elapsed since the commencement of
iron ship-building, its history is soon told. Previous to 1838, it may
be said to have had no proper existence, the builders being mere tyros
in their profession, and their efforts only experimental. The first
specimen made its appearance some twenty years ago on the Clyde--the
cradle of steam-navigation. The inconsiderable Cart, however, claims
the honour of for ever deciding the contest between iron and timber--a
contest which can never be renewed with even a remote chance of
success. In the year referred to, and subsequent years, an engineering
firm in Paisley, with the aid of scientific oversight and skilful
workmen, constructed a fleet of iron vessels upon entirely novel
principles, which maintained the sovereignty of the waters for a
lengthened period, and whose main features are retained in the most
approved models of the present day. Their characteristics were speed,
buoyancy, comfort, and elegance--a combination of every requisite for
the safe and advantageous prosecution of passenger-traffic on streams
and estuaries. About the same period, the Glasgow engineers succeeded
in applying somewhat similar principles to the construction of
sea-going vessels of large tonnage, and, in spite of deeply-rooted
prejudices, have ultimately demonstrated the immense superiority of
such constructions over the old wooden vessels. If proof of this were
wanting, the removal of the costly, cumbersome steamers formerly
engaged in the carrying-traffic between Glasgow and Liverpool, and the
substitution in their room of light, capacious iron vessels, equally
strong, and manageable with greater ease and at a considerable saving
of expense--as, likewise the successful establishment of steam
communication between the former city and New York, deemed
impracticable under the old system--might serve to remove the doubts
of the most incredulous.
Although an infant in years, this new branch of engineering skill has
already attained gigantic proportions and mature development. Its
triumphs are on every sea, and on many waters never before traversed
by the agency of steam. The vessels already afloat are numerically a
trifle compared with those in contemplation; and perhaps the most
astonishing feature of all, is the almost infinite number of new
channels of trade they have opened, and are opening up. Ten years ago,
one-half the vessels plying on the Clyde were built of timber, and all
the larger ones, with a few solitary exceptions: at the present hour,
one could not count ten in a fleet of sixty--the immense majority are
of iron. The advertising columns of _one_ newspaper gave notice
recently, in a single day, of the establishment of _three_ several
routes of communication with foreign ports hitherto denied the means
of direct intercourse with this country, all to be carried on by means
of iron vessels. A sailing-vessel, constructed of this material, was
announced at Lloyd's a few months ago, as having performed one of the
speediest homeward passages from Eastern India yet recorded.
A rough estimate of the extent to which this branch of industrial
skill is carried, may be formed from the number of separate
establishments in active operation on the Clyde. There are five of
these in the neighbourhood of Govan, about two miles below Glasgow
Bridge; two at Renfrew; three at Dumbarton, which is, more correctly
speaking, on the Leven, but generally falls to be reckoned in common
with the other places mentioned as a Clyde port; two below Port
Glasgow; and three at Greenock--in all, fifteen establishments,
employing between 4000 and 5000 hands in the construction of iron
hulls alone. This, of course, does not include the army of labourers
dependent for their very existence upon the demand thus created for
materials--such as iron-smelters, forgemen, rivet-makers, &c.; nor
those artisans employed alike on vessels of iron and timber--such as
painters, blacksmiths, blockmakers, riggers, and others. As from the
laying of a keel to the launching of a ship a longer period than six
months rarely elapses, some idea may be formed of the continued press
of work necessary to keep these thousands in full employment, as well
as the dispatch exercised in the completion of orders. From ten to a
dozen ships have been launched from the same building-yard within
twelve months; and a vessel exceeding 1000 tons burden has been
commenced, completed, and fully equipped for sea in little more than
five. On one occasion lately, a passenger-steamer, 160 feet long, 16
feet broad, and capable of accommodating 600 passengers with ease, was
made ready for receiving her machinery in twelve working-days. At this
rate, one would be inclined to fear that business must necessarily
soon come to a dead stop: but there is not the slightest appearance of
such result, nor is it even apprehended. In an age of steam and
electricity, when time and space are threatened with annihilation, it
became necessary to look abroad for some new agent by means of which
the sea, the great highway of nations, might be made still more
subservient to its legitimate purpose. The agent being found, its use
will be commensurate with the growth of commerce, until its fitness is
questioned in turn, and some improved method of conveyance drives its
services from the field. After all, it may be but a step in the proper
direction, an improvement upon the wisdom of our ancestors--another
adaptation of the limitless resources placed at our disposal for
satisfying the growing wants of a race toiling towards a development
as yet unascertained.
The benefits already experienced, and likely still to flow from this
large and growing accession to our marine strength, need scarcely be
commented on. They are self-evident, and recommend themselves alike to
the merchant, the trader, and the mere man of pastime, all of whom are
in some degree participators. Besides the regularity and security
attendant on the transmission of all sorts of merchandise, there is an
immense saving of time and cost. Travelling by sea has changed
entirely the aspect of this kind of transit. With spacious saloons,
well-aired sleeping-apartments, roomy promenades protected from the
weather, and a steady-going ship, a voyage even to distant lands is
now little more than an excursion of pleasure. Eight miles an hour was
considered fair work for the steamers of a dozen years ago; the
present average rate of steaming on the Clyde is fourteen miles an
hour. A very fine vessel, named the _Tourist_, which was exhibited on
the Thames during the holding of the 'world's show' last summer,
performed seventeen miles with perfect ease. What may be expected
next?
How far, as a material in the construction of sailing-bottoms, the use
of iron is likely to supersede that of timber, is a question for the
speculative. At present, our commercial activity affords ample
employment for both. There can be no doubt, however, that in
connection with the steam-engine, and that admirable invention of
modern date, the screw-propeller, iron ship-building is destined to
attain and enjoy an enlarged existence; to the full maturity of which
its present condition, healthful and prosperous as it appears, is but
a promising adolescence.
We recently set out from Glasgow, to pay a visit to an iron
ship-building yard on rather an interesting occasion. On rounding the
base of Dumbarton Rock, where the waters of the Clyde and the Leven
mingle in loving sisterhood, a scene of the gayest description
presented itself. Gaudy banners floated in all directions; the vessels
in the harbour and on the stocks were festooned with flaunting
drapery, and everything wore a holiday appearance. So impressed were
we with the pervading air of joyousness, that on reaching the town,
and finding the inhabitants at their ordinary avocations, we could not
help feeling disappointed, and we confess to having vented a sigh for
grovelling humanity, which dared not venture upon one day of pure
abandonment, separate from the counter and its cares. The joyous
demonstrations, we learned, were in honour of an intended launch; but
this created no stir beyond the circle more immediately interested in
its successful accomplishment.
On entering the building-yard, we found the ceremony was not to take
place for an hour, and we had therefore time to make acquaintance with
the interior of the works. An intelligent foreman acted as cicerone,
and performed the duties with very gratifying cheerfulness.
The Model-room of the establishment is first thrown open to the
visitor. It is an oblong, well-lighted apartment, in a range of
buildings termed the offices. A large flat table, with smooth surface,
occupies the entire centre, around which are scattered a few chairs
for the accommodation of the draughtsmen when at work. Beyond this,
there is no furniture. The objects of interest are the models pegged
to the unadorned walls. These are numerous, and kept with almost
religious care; attached to each there 'hangs a tale,' which your
conductor 'speaks trippingly,' and with no effort at concealment of
satisfaction in the recital. A draughtsman's models are the trophies
of his personal prowess--his letters of introduction--his true
business-card. In the shapely blocks of wood placed for inspection,
you are invited to contemplate the man in connection with his
creations. He points to his model, dilates upon its beauties,
criticises its defects, and leaves you to judge of him from his works.
Crossing from the Model-room, you enter the Moulding-loft--a long,
spacious apartment, not lofty but drearily spacious, and amazingly
airy. Here the draughtsman's lines are extended into working
dimensions, and transferred to wooden moulds, after which they are
put into the hands of the carpenter. Proceeding down stairs, you are
shewn the joiner's shop, filled with benches, work in an unfinished
state, and busy workmen. Underneath this, again, are the saw-pits,
where logs are cut into deals of all dimensions--a laborious and
painful process when performed by manual labour, as must have been
apparent to all who have witnessed it--and who has not? The sawn
timber is stowed in 'racks' in the rear of the building.
Proceeding to the centre of the yard, your attention is directed to an
enormous furnace, near the mouth of which a score of partly undressed
workmen are grouped in attitudes of repose. Around are strewn the
implements of labour--large cast-iron blocks, wooden mallets hooped
with iron, crowbars, and pincers. But, see! the cavern yawns, and from
its glowing recesses the white plates are dragged with huge tongs.
Laid on the block, each plate is beaten with the mallets into the
requisite shape, and thrown aside to cool. In the meantime, the
furnace has been recharged, to vomit forth again when the proper heat
has been obtained.
Behind are the cutting and boring machines, to each of which is
attached a gang of five or six men. Here the plates, when cool, obtain
the desired form, and are bored from corner to corner with two
parallel rows of holes for admitting the rivets. They are now in
readiness for the rivetter at work upon the ship's side, to whom they
are borne on the shoulders of labourers employed for the purpose.
Descending to the water's edge, we were shewn an immense mass of
uprights--inverted arches of angle-iron--the framework of a hull
intended to float 1500 tons of merchandise. Being in a chrysalis
state, it afforded us little enlightenment, so we passed on to an
adjoining one of similar dimensions, proceeding rapidly towards
completion. Here the secrets of the trade--if there be any--lay
patent, as the several branches of skilled labour were seen in
thorough working order. On 'stages,' as the workmen call them, or
temporary wooden galleries passing from stem to stern, and rising tier
above tier, were the rivetters 'with busy hammers closing rivets up,'
and keeping the echoes awake with their ceaseless, and, to
unaccustomed ears, painful din. The rivet-boys, alike alarmed and
amused us, as they leaped from gallery to gallery with fearless
agility, brandishing their red-hot bolts, and replying in imp-like
screechings to the hoarse commands of their seniors. The decks were
filled with carpenters, the cabins with joiners, the rigging with
painters, and all with seeming bluster and confusion: only seeming,
however, for on attentive examination everything was found to be
working sweetly, and under a superintending vigilance not to be
trifled with or deceived with impunity.
The ground-area of these works is of great extent, running parallel
with the banks of the river, and flanked by the buildings lately
visited. Between 400 and 500 workmen are employed upon the premises;
labourers' wages rating 10s. and 12s. weekly; and those of skilled
artisans ranging from 16s. to 23s. A small steam-engine, kept in
constant motion, contributes to the lightening of toil, and the
division of labour is practised wherever it can be done with
advantage. With these facilities at command, no time is lost in the
execution of orders, nor would present circumstances permit such
extravagance, as a contract for 6000 tons of shipping must be
fulfilled before midsummer. The vessel about to be launched, 1500 tons
burden, had been on the stocks for a period of five mouths. But this
reminds us that the fixed hour has come, the notes of preparation are
already dinning in our ears.
The yard was now filled with spectators, who discussed the merits of
the vessel, while they watched with evident anxiety, and some measure
of curiosity, the train of preparations for loosening her stays, and
committing the monster fabric to her destined element. The shores
around were lined with peering faces and a well-attired throng; the
bosom of the stream was agreeably dotted with numerous row-boats,
freighted with living loads, passing and repassing in a diversity of
tracks. The sight, as a whole, was magnificent in its variety; and it
was associated with a feeling of satisfaction, which so many happy
faces wearing the bright flush of anticipation could alone produce.
But, boom! boom! the signal has been given for her release, and with a
stately smile and queenly bearing the proud beauty takes her
departure, bearing with her the best wishes of a joyous and excited
multitude. 'Hurrah! hurrah!' shout the frenzied workmen, as, in token
of success, they pelt the unconscious object of their solicitude with
missiles of every conceivable size and shape. 'Hurrah! hurrah!' repeat
the delighted multitude, as they toss their arms, and wave their hats
and handkerchiefs in the air. 'Hurrah! hurrah!' exclaims a voice at my
elbow. 'There flies the _Australian_ like a shaft from a bow, the
first steamship, destined to convey Her Britannic Majesty's mail to
the Australasian continent. May good fortune attend her!'