Railway trucks, and even navvies' barrows, were contracted for in order to keep the men employed. It was better not to discharge them, and to find something for them to do. At the same time it was not very encouraging for me, under such circumstances, to remain with the firm. I therefore soon arranged to leave; and first of all I went to see London. It was the Great Exhibition year of 1851. I need scarcely say what a rich feast I found there, and how thoroughly I enjoyed it all. I spent about two months in inspecting the works of art and mechanics in the Exhibition, to my own great advantage. I then returned home;and, after remaining in Scarborough for a short time, I proceeded to Glasgow with a letter of introduction to Messrs. J. and G.
Thomson, marine engine builders, who started me on the same wages which I had received at Stephenson's, namely twenty shillings a week.
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 Ihad 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.
