the necessity for their improvement. After considerable
deliberation, I matured a plan for a metal lifeboat, of a

cylindrico-conical or chrysalis form, to be propelled by a screw
at each end, turned by sixteen men inside, seated on

water-ballast tanks; sufficient room being left at the ends
inside for the accommodation of ten or twelve shipwrecked

persons; while a mate near the bow, and the captain near the
stern in charge of the rudder, were stationed in recesses in the

deck about three feet deep. The whole apparatus was almost
cylindrical, and watertight, save in the self-acting ventilators,

which could only give access to the smallest portion of water. I
considered that, if the lifeboat fully manned were launched into

the roughest seas, or off the deck of a vessel, it would, even if
turned on its back, immediately right itself, without any of the

crew being disturbed from their positions, to which they were to
have been strapped.

It happened that at this time (the summer of 1850) his Grace the
late Duke of Northumberland, who had always taken a deep interest

in the Lifeboat Institution, offered a prize of one hundred
guineas for the best model and design of such a craft; so I

determined to complete my plans and make a working model of my
lifeboat. I came to the conclusion that the cylindrico-conical

form, with the frames to be carried completely round and forming
beams as well, and the two screws, one at each end, worked off

the same power, by which one or other of them would always be
immersed, were worth registering in the Patent Office. I

therefore entered a caveat there; and continued working at my
model in the evenings. I first made a wooden block model, on the

scale of an inch to the foot. I had some difficulty in procuring
sheets of copper thin enough, so that the model should draw only

the correct amount of water; but at last I succeeded, through
finding the man at Newcastle who had supplied my father with

copper plates for his early road locomotive.
The model was only 32 inches in length, and 8 inches in beam; and

in order to fix all the internal fittings, of tanks, seats, crank
handles, and pulleys, I had first to fit the shell plating, and

then, by finally securing one strake of plates on, and then
another, after all inside was complete, I at last finished for

good the last outside plate. In executing the job, my early
experience of all sorts of handiwork came serviceably to my aid.

After many a whole night's work--for the evenings alone were not
sufficient for the purpose--I at length completed my model; and

triumphantly and confidently took it to sea in an open boat; and
then cast it into the waves. The model either rode over them or

passed through them; if it was sometimes rolled over, it righted
itself at once, and resumed its proper attitude in the waters.

After a considerable trial I found scarcely a trace of water
inside. Such as had got there was merely through the joints in

the sliding hatches; though the ventilators were free to work
during the experiments.

I completed the prescribed drawings and specifications, and sent
them, together with the model, to Somerset House. Some 280

schemes of lifeboats were submitted for competition; but mine was
not successful. I suspect that the extremenovelty of the

arrangement deterred the adjudicators from awarding in its
favour. Indeed, the scheme was so unprecedented, and so entirely

out of the ordinary course of things, that there was no special
mention made of it in the report afterwards published, and even

the description there given was incorrect. The prize was awarded
to Mr. James Beeching, of Great Yarmouth, whose plans were

afterwards generally adopted by the Lifeboat Society. I have
preserved my model just as it was; and some of its features have

since been introduced with advantage into shipbuilding.[1]
The firm of Robert Stephenson and Co. having contracted to build

for the Government three large iron caissons for the Keyham
Docks, and as these were very similar in construction to that of

an ordinary iron ship, draughtsmen conversant with that class of
work were specially engaged to superintend it. The manager,

knowing my fondness for ships, placed me as his assistant at this
new work. After I had mastered it, I endeavoured to introduce

improvements, having observed certain defects in laying down the
lines--I mean by the use of graduated curves cut out of thin

wood. In lieu of this method, I contrived thin tapered laths of
lancewood, and weights of a particular form, with steel claws and

knife edges attached, so as to hold the lath tightly down to the
paper, yet capable of being readily adjusted, so as to produce

any form of curve, along which the pen could freely and
continuously travel. This method proved very efficient, and it

has since come into general use.
The Messrs. Stephenson were then also making marine engines, as

well as large condensing pumping engines, and a large tubular
bridge to be erected over the river Don. The splendid high-level

bridge over the Tyne, of which Robert Stephenson was the
engineer, was also in course of construction. With the

opportunity of seeing these great works in progress, and of
visiting, during my holidays and long evenings, most of the

manufactories and mines in the neighbourhood of Newcastle, I
could not fail to pick up considerable knowledge, and an

acquaintance with a vast variety of trades. There were about
thirty other pupils in the works at the same time with myself;

some were there either through favour or idle fancy; but
comparatively few gave their full attention to the work, and I

have since heard nothing of them. Indeed, unless a young fellow
takes a real interest in his work, and has a genuine love for it,

the greatest advantages will prove of no avail whatever.
It was a good plan adopted at the works, to require the pupils to

keep the same hours as the rest of the men, and, though they paid
a premium on entering, to give them the same rate of wages as the

rest of the lads. Mr. William Hutchinson, a contemporary of
George Stephenson, was the managing partner. He was a person of

great experience, and had the most thorough knowledge of men and
materials, knowing well how to handle both to the best advantage.

His son-in-law, Mr. William Weallans, was the head draughtsman,
and very proficient, not only in quickness but in accuracy and

finish. I found it of great advantage to have the benefit of the
example and the training of these very clever men.

My five years apprenticeship was completed in May 1851, on my
twentieth birthday. Having had but very little "black time," as

it was called, beyond the half-yearly holiday for visiting my
friends, and having only "slept in" twice during the five years,

I was at once entered on the books as a journeyman, on the "big"
wage of twenty shillings a week. Orders were, however, at that

time very difficult to be had.
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