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

satisfactoryprospect, 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 eventuallyapplied 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 actingpartner, 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.

But, nothing daunted, I went repeatedly over to the Clyde for the
purpose of enlisting fresh hands. When I brought them over,

however, in batches, there was the greatest difficulty in
inducing them to work. They were intimidated, or enticed, or

feasted, and sent home again. The late manager had also taken a
yard on the other side of the river, and actually commenced to

build a ship, employing some of his old comrades; but beyond
laying the keel, little more was ever done. A few months after

my arrival, my firm had to arrange with its creditors, whilst I,
pending the settlement, had myself to guarantee the wages to a

few of the leading hands, whom I had only just succeeded in
gathering together. In this dilemma, an old friend, a foreman on

the Clyde, came over to Belfast to see me. After hearing my
story, and considering the difficulties I had to encounter, he

advised me at once to "throw up the job!" My reply was, that
"having mounted a restive horse, I would ride him into the

stable."
Notwithstanding the advice of my friend, I held on. The

comparatively few men in the works, as well as those out, no
doubt observed my determination. The obstacles were no doubt

great; the financial difficulties were extreme; and yet there was
a prospect of profit from the work in hand, provided only the men

could be induced to settle steadily down to their ordinary
employment. I gradually gathered together a number of steady

workmen, and appointed suitable foremen. I obtained a
considerable accession of strength from Newcastle. On the death

of Mr. Toward, his head foreman, Mr. William Hanston, with a
number of the leading hands, joined me. From that time forward

the works went on apace; and we finished the ships in hand to the
perfect satisfaction of the owners.

Orders were obtained for several large sailing ships as well as
screw vessels. We lifted and repaired wrecked ships, to the

material advantage of Mr. Hickson, then the sole representative
of the firm. After three years thus engaged, I resolved to start

somewhere as a shipbuilder on my own account. I made inquiries
at Garston, Birkenhead, and other places. When Mr. Hickson heard

of my intentions, he said he had no wish to carry on the concern
after I left, and made a satisfactory proposal for the sale to me

of his holding of the Queen's Island Yard. So I agreed to the
proposed arrangement. The transfer and the purchase were soon

completed, through the kind assistance" target="_blank" title="n.协作；援助；帮助">assistance of my old and esteemed
friend Mr. G. G. Schwabe, of Liverpool; whose nephew, Mr. G. W.

Wolff, had been with me for a few months as my private assistant.
It was necessary, however, before commencing for myself, that I

should assist Mr. Hickson in finishing off the remaining vessels
in hand, as well as to look out for orders on my own account.

Fortunately, I had not long to wait; for it had so happened that
my introduction to the Messrs. Thomson of Glasgow had been made

through the instrumentality of my good friend Mr. Schwabe, who
induced Mr. James Bibby (of J. Bibby, Sons & Co., Liverpool) to

furnish me with the necessary letter. While in Glasgow, I had
endeavoured to assist the Messrs. Bibby in the purchase of a

steamer; so I was now intrusted by them with the building of
three screw steamers the Venetian, Sicilian, and Syrian, each 270

feet long, by 34 feet beam, and 22 feet 9 inches hold; and
contracted with Macnab and Co., Greenock, to supply the requisite

steam-engines.
This was considered a large order in those days. It required

many additions to the machinery, plant, and tools of the yard. I
invited Mr. Wolff, then away in the Mediterranean as engineer of

a steamer, to return and take charge of the drawing office. Mr.
Wolff had served his apprenticeship with Messrs. Joseph Whitworth

and Co., of Manchester, and was a most able man, thoroughly
competent for the work. Everything went on prosperously; and, in

the midst of all my engagements, I found time to woo and win the
hand of Miss Rosa Wann, of Vermont, Belfast, to whom I was

married on the 26th of January, 1860, and by her great energy,
soundness of judgment, and cleverness in organization, I was soon