stant work, not one of them had exhibited the slightest
indication of weakness,--all continuing in first-rate working order.

The speedy and economic working of the Belfast steamers, compared with
those of the ordinary type, having now become well known, a scheme was
set on foot in 1869 for employing similar vessels, though of larger
size, for passenger and goods accommodation between England and
America. Mr. T. H. Ismay, of Liverpool, the spirited shipowner, then
formed, in conjunction with the late Mr. G. H. Fletcher, the Oceanic
Steam Navigation Company, Limited; and we were commissioned by them to
build six large Transatlantic steamers, capable of carrying a heavy
cargo of goods, as well as a full complement of cabin and steerage
passengers, between Liverpool and New York, at a speed equal, if not
superior, to that of the Cunard and Inman lines. The vessels were to
be longer than any we had yet constructed, being 420 feet keel and 41
feet beam, with 32 feet hold.

This was a great opportunity, and we eagerly embraced it. The works
were now up to the mark in point of extent and appliances. The men in
our employment were mostly of our own training: the foremen had been
promoted from the ranks; the manager, Mr. W. H. Wilson, and the head
draughtsman, Mr. W. J. Pirrie (since become partners), having, as
pupils, worked up through all the departments, and ultimately won their
honourable and responsible positions by dint of merit only--by
character, perseverance, and ability. We were therefore in a position
to take up an important contract of this kind, and to work it out with
heart and soul.

As everything in the way of saving of fuel was of first-rate
importance, we devoted ourselves to that branch of economic working.
It was necessary that buoyancy or space should be left for cargo, at
the same time that increased speed should be secured, with as little
consumption of coal as possible. The Messrs. Elder and Co., of
Glasgow, had made great strides in this direction with the paddle
steam-engines which they had constructed for the Pacific Company on the
compound principle. They had also introduced them on some of their
screw steamers, with more or less success. Others were trying the same
principle in various forms, by the use of high-pressure cylinders, and
so on; the form of the boilers being varied according to circumstances,
for the proper economy of fuel. The first thing absolutely wanted was,
perfectly reli