Morecambe built Steam Vessels

See also:
Sailing vessels built Morecambe Bay and Barrow;
Early steam vessels in NW England;
Steam vessels built at Preston;
Sailing vessels built in the Ribble;
Steam Vessels built Liverpool and the Mersey;
Sailing Vessels built Liverpool and the Mersey;
Steam Vessels built in the Dee Estuary;
Sailing Vessels built in the Dee Estuary and N Wales.
MDHB wreck listings

Barrow built steam vessels (see here for sailing ships).
Summary of Barrow ship-building.

Built by William and Richard Ashburner, Hindpool, Barrow, 1852-84. (all sailing vessels);

Built by Reay, Barrow; and Rawlinson and Reay, Hindpool, Barrow. Rawlinson was a shipowner, Reay was a shipwright. (all sailing vessels);

Fisher, Barrow (all sailing vessels);

Furness Ship-building Co., Barrow (all sailing vessels);

Beesley, Barrow, building steel steam yachts:
Experience steel 100pa 1886 (60 x 9.5 ft)
Glenelg steel 21t 15sc 1887 (50 x 10 ft);


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From 1877-78 D Noble & Co, Barrow, built 4 iron schooners.

From 1881-4 Caird & Purdle built iron screw steamers at Barrow. They took over Noble & Co's shipyard [hence yard numbers start at 5] and also had a graving dock. All iron screw steamers:
Espana 875/595t 150sc yd.5 1881 ON83972 (to Manila, ashore Corregidor 1899);
Cornucopia 1359/871t 140sc yd.6 1881 ON84656 (1883 Febrero of Bilba, 1889 Alcedo, wreck Chausée de Sein 1889);
Raleigh 1232/865t 130sc yd.7 1881 ON69575 (1883 Marzo of Bilboa, 1887 Raleigh of Hartlepool, 1894 Drott of Gefle, mined Gulf of Bothnia 1915);
Stefanie 1160/848t 50sc yd.8 1881 ON85869 (1892 owned Fiume, collision 1892 off Molfetta);
Benhope 1601/1031t 160sc yd.9 1882 ON86163 (fire, abandoned, Atlantic 1887);
Benacre 1537/918t 157sc yd.10 1882 ON86174 (1889 Clara Siegheim of Stettin; 1894 Ros of Stockholm; 1901 Benacre of Dublin; 1901 City of Stockholm of Dublin, wrecked Ulvesund 1918);
Jokai 1148/851t 50sc yd.11 1882 (to Fiume, collision off Dungeness 1897);
Countess Evelyne 1354/864t 140sc yd.12 1882 ON83985 (collision off Trevose Head 1893);
Vito 1308/851t 52sc yd.13 1882 ON86234 (1912 Zuara of Genoa, 1920 Galatea, stranded Sardinia 1926, refloated but BU);
Buninyong 2070/1289t 293sc yd.14 1883 ON79538 (to Melbourne, dismantled and scuttled 1926);
Euripides 1756/1137t 195sc yd.15 1883 ON87859 (1896 Razeto of Genoa, 1897 Bratya Paramonovy of Sevastopol, 1900 Cephalonia of Argostoli, 1906 Mikhail Arkhangel of Berdyansk, 1924 Tesvikiye of Istanbul, 1930 Bulent, 1936 Kurtulus of Istanbul, sank Sea of Marmara 1942);
Benison 1835/1131t 170sc yd.16 1883 ON87867 (sank SS Eureka by collision 1888; then renamed Saginaw of New York; collision off Virginia 1903);
Caledonian 1150t sc yd.17 1884 ON87266 (owned Leith, stranded near Cabo Frio 1884);
Emmanuel Scicluna 909/523t 128sc yd.18 1884 ON87613 (to Valetta, 1894 Twilight of Liverpool, 1904 Ailsa, sunk by U17 off Bell Rock 1915);
Raleigh 1341/857t 130sc yd.19 1884 ON85952 (wrecked Methil 1892);


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From 1873 Barrow Ship Building Company built iron vessels - mainly steamers- but some sailing vessels. In 1887 they were taken over and named Naval Construction and Armament Company. Then in 1897 they were in turn taken over by Vickers, Sons, and Maxim.

History of Barrow Shipbuilding Company 1873-7.

History of Barrow Shipbuilding Company 1878-82.

History of Barrow Shipbuilding Company 1883-86.

History of Barrow Shipbuilding 1887-92.

History of Barrow Shipbuilding 1893-94.

History of Barrow Shipbuilding 1895-97.

History of Barrow Shipbuilding 1897-99.

Some yard numbers taken from Barrow Herald and Furness Advertiser - Saturday 27 July 1895.
Duke of Devonshire 3009/2024t iron 400sc yd.1 1873 ON68222 (1903 named Constanza of Genoa, BU 1903);
Duke of Buccleuch 3021/2024t iron 500sc yd.2 1873 ON68226 (collision near Owers LV 1889);
Duke of Lancaster 3024/1943t 500sc yd.3 1874 ON70469 (ashore Jebel Zuqar, Red Sea, 1880):
Anchoria 4168/2713t 500sc yd.4 1874 ON70476 (by 1906 used for accommodation at Hamburg, BU 1922);
yd.5 and yd.6 were steamers Duke of Sutherland and Duke of Argyll, built by Duncan at Port Glasgow for Barrow owners - not built at Barrow.
Devonia 4270/2772t 600sc yd.7 1877 ON76879 (BU 1899);
Circassia 4272/2770t 600sc yd.8 1878 ON76887 (BU 1899);
yd.9-11 are likewise thought to be vessels built for Barrow owners; probably by Duncan at Port Glasgow (Utopia and Bolivia) and possibly Ethiopia built by Alexander Stephen.
Aries 145/99t sc yd.12 1873 ON70477 (steam yacht for James Ramsden, ashore Trearddur Bay 1880);
Apollo 489/308t 70sc yd.13 1874 ON70468 (wreck Bono Rock near Easdale 1900);
Achilles 489/308t 70sc yd.14 1874 ON70471 (1902 Zena of Genoa, 1908 Fiorenza, 1921 San Maurizio, wrecked Bosphorus 1922);
Adonis 406/251t 70sc yd.15 1874 ON68227 (1878 to Marseilles, stranded Cape Sagres 882);
Lismore 181/18t 100pa yd.16 1874 ON70472 (Barrow tug, 1922 a barge at Liverpool, BU 1950);
Dredger No 1 yd.17 1874 (no propulsion, for Fleetwood?);
Howard 402/246t 66sc yd.18 1877 ON77387 (1877 Duchess of Marlbrough of Dublin, 1901 Mexican of New York, 1913 Duchess of Marlbrough, wrecked Labrador 1913);
yd.19-23 SV: British Duke; Falstaff; Dalcarlia; Birker; Western Monarch.
Duke of Connaught 1082/632t 400pa yd.24 1875 ON73746 (LNWR, Fleetwood, passenger ferry, BU 1894);
Ben-my-Chree 1031/446t 617pa yd.25 1875 ON67288 (IOM passenger ferry, BU 1906);
yd.26 SV: Brambletye.
Taurus 210/134t 60sc yd.27 1876 ON76877 (steam yacht, owned Hesketh, Rufford, then Clifton, Lytham; 1887 Lady of Clennell, by 1936 house boat at Strood, reg closed 1939);
yd.28 SV: Kents Bank.
Lord Houghton 790/498t 30sc yd.29 1876 ON67818 (1881 Valin of La Rochelle, 1890 Signe of Christiana, lost Abaco 1890);
2 dredgers for Russia, yd.30 and yd.31, circa 1876-7
yd.32 SV: Yarkand.
2 Forester Class gunboats for Royal Navy:
Foxhound 455td comp sc yd.33 1877 (for Admiralty, 4-guns, later Coastguard, by 1904 YC14 as a hulk; 1920 Arabel; 1975 BU);
Forward 455td comp sc yd.34 1877 (for Admiralty, 1892 hulk, BU 1903);
Fairy 239/151t 50sc yd.35 1876 ON65114 (reg Lynn, collision off Flamborough Head 1881);
Dunmore 1269/824t 100sc yd.36 1877 ON76512 (for Danube trade, wrecked off Ushant 1878);
Margaret 283/164t 90sc yd.37 1877 ON76878 (steam yacht for Jameson of Dublin, 1886 named Sans Peur, reg closed 1898);
Commander 1580/1039t 150sc yd.38 1877 ON76550 (wrecked Brazil 1884);
yd.39 SV: Cruiser.
Balcarres 1429/882 150sc yd.40 1877 ON76521 (1883 Genua of Hamburg, missing Barcelona to Hamburg 1910);
Bendigo 1414/925t 150sc yd.41 1877 ON76537 (foundered off SE Ireland 1882);
Glensannox 922/567t 108sc yd.42 1877 ON76539 (1884 Parnassus of Galaxidi, 1900 Saulus of Haugesund, 1911 Geira, collision off Newlyn 1917);
Glenlogan 925/589t 108sc yd.43 1877 ON76545 (fire, abandoned 1881);
Ballina 341/210t 121sc yd.44 1878 ON78780 (foundered off Laxey 1882);
Amy 288/170t 75sc yd.45 1877 ON76882 (1881-1915 named Jason, then Amy again to 1918; 1919 Maria Velioti of Piraeus; in 1912 Day, Summers of Southampton built a new yacht Jason II for Frank Bibby);
Earl of Ulster 1107/490t 350pa yd.46 1877 ON73758 (LY and LNW Ry, Fleetwood, BU 1895);
Truthful 956/606t 60sc yd.47 1877 ON78740 (1881 Elpis of Syra, missing Bourgas to Varna 1904);
Lascelles 1942/1210t 180sc yd.48 1878 ON76888 (1882 named Amedeo of Savona, 1885 Plata of Palermo, sunk by U39 off Alexandria 1916);
Merle wood 14t sc yd.49 1877 (steam yacht for Mr W P Miller, Windermere);
Pliny 1684/1069t 150sc yd.50 1878 ON78776 (wrecked New Jersey 1882);
Recovery 485/200t 150ts yd.51 1878 ON68129 (salvage steamer for Dover, 1890 named Flowerdale, 1904 BU);
Countess of Aberdeen 600/386t 180sc yd.52 1878 ON77445 (reg Aberdeen, wrecked Aberdeen 1894);
Walney Ferry No. 1 yd.53 (launched January 1878 to improve connection to Walney from Barrow after the channel had been deepened; probably a steam chain ferry);
Yd.54 was refitting steamer Brazilian, 1878;
Torpedo mooring boat yd.55 1878 (probably named H M Miner 6, 75td, 120ihp);
Margaret 405/244t 90sc yd.56 1878 ON76870 (1889 named Mona of Glasgow, wrecked near Oronsay 1908);
Cicero 1588/1030t 180sc yd.57 1878 ON78808 (1895 named Noel of Dunkerque, collision off Dungeness 1897);
yd.58 SV: Seaweed.
Belgenland 3692/2364t 600sc yd.59 1878 (to Antwerp, 1905 Venere of Livorno, BU 1905)
Rhynland 3689/2366t 600sc yd.60 1879 (to Antwerp, 1906 Rhyna of Genoa, BU 1906);
Duke of Buckingham 3134/2020t 400sc yd.61 1880 ON76899 (4 masts, reported launched as Rose Castle, BU 1903);
Cygnet 52t steel 13ts yd.62 1879 (for lake service);
Teal 53t steel 13ts yd.63 1879 (for lake service);
Barges yd.64,5; H M Torpedo mooring boats yd.66,7 1880 [at this date mines were called torpedoes and were laid by "mooring boats" - they were sometimes capable of being fired by elecric cable];
Miner 50/1t iron 25sc yd.66 1880 ON113746 (HMS Miner 11, for War Office, probably a torpedo mooring boat, later tug, reg 1907 at Boston, BU 1929);
Miner 12 was also built at Barrow - probably yd.67.
Furnessia 5495/3613t 600sc yd.68 1880 ON76900 (BU 1911);
5 Banterer Class gunboats built Barrow:
Grappler 465td comp 440ihp,sc yd.69 1880 (to Admiralty, gun boat; 1904 boom defence vessel; 1907 BU);
Wrangler 465td comp sc yd.70 1880 (to Admiralty, gun boat; BU 1919);
Wasp 465td comp 440ihp,sc yd.71 1880 (to Admiralty, gun boat, wrecked Tory Island 1884);
Banterer 465td comp sc yd.72 1880 (to Admiralty, gun boat, BU 1907);
Espoir 465td comp sc yd.73 1880 (to Admiralty, gun boat, 1895 tug, 1903 BU);
Adelaide 976/553t steel 300pa yd.74 1880 ON81173 (first steel ship built Barrow, for GER Harwich, 1897 hulk);
H M Miner 14, details as Miner 11, torpedo mooring boat, yd.75 1880;
Severn 178/121t 45sc yd.76 1880 ON80275 (steam yacht, launch May 1880, 3-masted schooner, 2 steam engines, built for Lord Ducie, image of model, crew list, sank Korsfjord, Norway, 1882);
City of Rome 8453/3453t 500sc yd.77 1881 ON84148 (the largest vessel of her type, owned Inman, part steel, returned to builders 1882, BU 1903);
Craigmore 1498/987t 160sc yd.78 1880 ON81398 (1890 named Dai Ichi Maru, 1891 named Chuyetsu Maru, stranded Japan 1900, BU 1900);
Ennismore 1499/1002t 160sc yd.79 1880 ON84056 (sunk by UC58 1917);
Lismore 4195/2773t 450sc yd.80 1881 OM84168 (1883 named Isla de Mindanao of Barcelona, destroyed by US navy at Manila 1898);
Aries 186/107t 50sc yd.81 1880 ON83973 (steam yacht for Sir James Ramsden, launched Dec 1880, to replace Aries sunk 1880, several owners, then Admiralty, sunk by mine from UC6 off Dover 1915)
Navarre 4137/2619t 600sc yd.82 1881 (to Marseilles, stranded near Marseilles 1882);
Strabo 1969/281t 50sc yd.83 1881 ON84100 (traded to Brazil, BU 1905);
Bearn 4122/2616t 600sc yd.84 1881 (to Marseilles, BU 19010);
Dredger no 85 500tons 200sc yd.85 1881 (probably for use on the Danube, launched Feb 1881);
Ganges 4168/2162t steel 800sc yd.86 1881 ON83978 (for P & O, fire at Bombay 1898, then BU);
Sutlej 4164/2157t steel 800sc yd.87 1881 ON83979 (for P & O, BU 1900);
Rossall 192/91t 35ts yd.88 1881 ON73766 (dredging barge, reg Fleetwood, sunk Mersey 1919 bringing sand);
Hesperia 2994/1982t 281sc yd.89 1882 ON83980 (BU 1906);
Justitia 3040/1986t 480sc yd.90 1882 ON83983 (struck rock off Panadura 1885);
Cruiser (first built 1877 yd.39) yd.91 (1882 lengthened and engined for Governor of Fiji);
Duke of Westminster 3788/427t steel 450sc yd.92 1882 ON83982 (1903 named Westminster, BU 1903);
Depositing dock for Furness Railway - possibly yd.93,4.
Fenella 557/189t 154sc yd.95 1881 ON76303 (for IOM service, BU 1929);
Nessmore 3377/2216t 300sc yd.96 1882 ON83986 (wrecked SW point of Coll 1895, see also);
Oranmore 3366/2215t 300sc yd.97 1882 ON83987 (1897 named Gottfried Schenker of Trieste, BU 1904);
Normandie 5283/2947t 1000sc yd.98 1882 (to Le Havre, 1886 named La Normandie, BU 1912);
Taygete 1798/1208t 175sc yd.99 1882 (to Marseilles, wreck West Africa 1898);
Eden 2145/1374t 335sc yd.100 1882 ON87019 (wrecked Martinique 1909);
Navarro 3788/2870t 350sc yd.101 1882 ON109435 (to Bilbao, 1898 named Lugano of Liverpool, wrecked Key West 1913);
Esk 2145/1374t 335sc yd.102 1882 ON87055 (BU 1910);
Yorouba 1910/1299t 175sc yd.103 1883 (to Marseilles, wrecked Guernsey 1888);
Kow Shing 2134/1355t 241sc yd.104 1883 ON87100 (reg London, torpedoed by Japanese 1894);
Pembroke Castle 4045/2541t steel 466sc yd.105 1883 ON87157 (1906 named Tir-i Mujgan of Istanbul, stranded Black Sea 1920);
Monarch 247/168t 50sc yd.106 1883 ON84268 (steam yacht, later Melisande, Bulimba, then Melisande again, in MNL to 1940);
Takapuna 937/472t steel 241sc yd.107 1883 ON84485 (to New Zealand, 1925 scuttled Cook Strait);
Annie 394/200t 80sc yd.108 1883 ON87863 (to Sweden, collision Elbe 1910, later refloated and BU);
Argus 1238/577t 163sc yd.109 1883 ON83990 (missing Lerwick to Tromso 1917);
Balbus 1199/679t 163sc yd.110 1883 ON83993 (1892 Louise of Malmo, 1918 Stjernvik of Norrkoping, collision Firth of Forth 1928);
Delphus 1348/836t steel 163sc yd.111 1883 ON83994 (1885 stranded Wear, salvaged, 1887 named Pakshan, 1895 Sumiyoshi Maru of Osaka, wrecked Japan 1907);
Mount Edgcumbe 1723/1053t 194sc yd.112 1883 ON86512 (1898 Urda of Gothenberg, 1909 Scania of Trelleborg, collision English Channel 1912);
yd.113 SV: Earl of Jersey;
Borderer 4904/3226t 354t yd.114 1884 ON87946 (1897 Riojano of Bilbao, 1917 Yute of San Sebastian, foundered Atlantic 1920);
Bedlington 1379/887t 50sc yd.115 1884 ON89170 wrecked St Lawrence 1894);
Norham 1092/698t 108sc yd.116 1884 ON89458 (wrecked Ouessant 1886);
50 boats for Nile, 1884, possibly yd.117.
County of Salop 2164/1385t 175sc yd.118 1884 ON87968 (wrecked Cornwall 1892);
yd.119 SV: Euterpe.
Dollie 389/161t 80sc yd.120 1884 ON87952 (missing Garston to Dublin 1905);
Peveril 515/219t 128ts yd.121 1884 ON76307 (for IOM service, collision off Douglas 1899);
Sobralense 1982/1232t 33sc yd.122 1884 ON91156 (1904 to Hong Kong, mined off Port Arthur 1905);
Dredger no. 123 yd.123 1884 (reported as intended for Bhavnagar Harbour);
Gannet 246/59t 141pa yd.124 1884 ON88928 (tug for Melbourne, scuttled off Sydney 1946);
County of York 2330/1405t 207sc yd.125 1884 ON91169 (1898 Nord of Trieste, 1905 to Stockholm, wrecked near Nexø 1906);
Hopper 256grt sc yd.126 1884 (hopper barge, 125 x 26 x 2 ft, engines aft, for Aberdeen Port);
yd.127,8 SV: Earl of Chatham; Drumcraig
Fearless 1580td ts yd.129 1886 (for Admiralty, Scout class cruiser, BU 1905);
Mona's Queen 1595/635t steel 1095sc yd.130 1885 ON76308 (for IOM service, BU 192p);
Engines for HMS Icarus, yd.131;
Itumba 279/118t 65sc yd.132 1885 ON91195 (1895 Damskini of Cephalonia, 1900 Hirondelle of Bordeaux, reg closed 1927);
Como 477/297t steel 58sc yd.133 1885 ON91218 (1893 Senador Cambaceres, 1893 Ciudad de Corrientes of Buenos Ayres, 1905 hulk);
Engines for Indian steamers, yd.134,5;
SV Vivid, possibly yd.136;
Prince of Wales 1563/491t steel 518pa yd.137 1886 ON89705 (LYR and LNWR, Fleetwood, 1896 to Spanish navy as transport General Valdes, sunk Cadiz 1901, refloated, sunk Cadiz 1907, BU later);
Orizaba 6298/326t steel 849sc yd.138 1886 ON93688 (wrecked Western Australia 1905);
Oroya 6297/3359t steel 848sc yd.139 1886 ON93712 (BU 1909);
Engine for steamer, yd.140;
Powhatan 2536/1640t steel 254sc yd.141 1886 ON93691 (1909 named Rupert City, 1914 Chinto Maru, sunk by U79 off Portugal 1917);
Engine for steamer, yd.142;
Nordenfelt II 160td steel 250sc yd.143 1886 ON93413 (steam powered submarine, sold to Ottoman Navy, delivered in parts, assembled at Istanbul 1886, named Abdul Hamid, 1918 BU);
Barges (3) for Swindlehurst of Liverpool 1886 yd.144, 145, 151 (Minnie, May, both launched 5 May, another one in July);
Sailing yacht, yd.146; Dock gates, yd.147; Engines for HMS Buzzard, yd.148;
Gertie 37/19t wood 25sc ON93412 (reported built Barrow 1886, possibly yd.146, but builder unknown, 61.5 x 13.5 ft, in 1890 owned Mrs Rachel Hunter, Barrow, reg closed 1925);
Nordenfelt IV 230td steel 57sc yd.149 1888 (more detail, sold to Russian Navy, during delivery voyage proved unstable and was stranded off Jutland and taken to Esbjerg 1888 where scrapped);
Governor MacLean 285/128 steel 76ts yd.150 1886 (steam yacht for governor of Gold Coast (Ghana))
Barge yd.151;
Bazalgette 990/613t 120ts steel yd.152 1887 ON94298 (sludge carrier for London, BU 1933);
Grangense 420/223t steel 86sc yd.154 1887 ON93735 (1891 Augusto Leal of Rio de Janeiro, 1898 Parnahyba of Para, in LR to 1923)
yd.155 SV: Hainaut;
Engines for HMS Peacock, Pigeon, Plover, Pigmy, Research, yd.156-160;


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Barrow Shipbuilding Company renamed from 1888-1901, as Naval Construction & Armament Co, Barrow. Steamships (only one sailing vessel listed as built) [all steel unless marked]:
Edith 183/97t iron 35ts yd.161 1888 ON94391 (dredger for London, 1895 Villa Rica of Buenos Ayres, collision near Rosario 1907);
Freda 498/310t sc65 yd.162 1888 ON93788 (service in Argentina, wrecked 1903);
SV: Lifeboat for Southport, yd.163;
Gerda 498/310t 65sc yd.164 1888 ON93791 (service in Argentina, 1897 Allianca of Rio de Janeiro, LR to 1920);
Oruba 5857/3305t 764sc yd.165 1889 ON96310 (1914 requisitioned by Admiralty as "decoy battleship" H.M.S. Orion, sunk intentionally as blockship 1916 in Kephalos Bay, Imbros);
Orotava 5857/3317t 764sc yd.166 1889 ON96348 (capsized in Tilbury Dock 1895 and refloated, 1914-6 requisitioned by Admiralty, BU 1921);
Santiago 2953/1366t 471sc yd.167 1889 ON96362 (foundered west coast S America 1907);
Arequipa 2953/1387t 471sc yd.168 1889 ON96377 (sank at mooring in a storm off Valparaiso 1903);
Barking 1106/648t 178ts yd.169 1889 ON95550 (sludge vessel for Thames, BU 1925);
Hilda 527/322t 87sc yd.170 1889 (service in Argentina, wrecked east coast S America 1895);
Boma 2681/1720t 253sc yd.171 1889 ON96090 (sunk by UB80 1918 off Beer Head);
Matadi 2683/7151t 240sc yd.172 1889 ON96100 (gunpowder explosion off Boma 1896);
Soudan 2689/1724t 245sc yd.173 1889 ON96391 (wrecked off Tabou 1891);
Ida 561/335t 88sc yd.174 1889 ON96378 (service in Argentina, foundered 1909 near mouth of Iguazu);
3 Apollo class cruisers:
Latona 3600td ts yd.175 1890 (cruiser for Admiralty, BU 1920);
Melampus 3600td ts yd.176 1890 (cruiser for Admiralty, BU 1910);
Naiad 3600td ts yd.177 1890 (cruiser for Admiralty, BU 1922);
Coommassie 2840/1841t 253sc yd.178 1890 ON97759 (1911 named Assos of Argostoli, scuttled by UB38 off Barfleur 1917 );
Empress of India 5905/3032t 1167ts yd.179 1890 ON98887 (1915 named Loyalty of Bombay, BU 1923);
Empress of Japan 5905/3039t 167ts yd.180 1890 ON98911 (BU 1926);
Empress of China 5905/3046t 167ts yd.181 1891 ON98953 (ashore off Tokyo 1911, BU 1912);
Engines for Auracania, Patagonia, yd.182,3;
Sir Charles Hartley 395t 400hp yd.184 1890 (dredger for Danube; left Barrow for Sulina, in tow, June 1891);
Bonny 2702/1703t 247sc yd.185 1891 ON98639 (sunk by U38 off Tuskar 1915);
Loanda 2702/1703t 253sc yd.186 1891 ON98656 (collision 1908 off Dover);
Kwarra 812/500t 04ts yd.187 1891 ON98939 (foundered Forcados River, Nigeria, 1908 );
West Indian 2704/1709t 283sc yd.188 1891 ON99302 (1899 named Cearense, wreck Hudson's Bay 1913);
Indianapolis 2464/1593t 248sc yd.189 1891 ON93423 (1912 Ausonia of Rome; 1917 Ada; 1924 Pina; 1925 Calimala; 1926 Giuseppe; 1927 Peppino; BU 1935);
Pontoons, 61t each, for Danube, yd.190-1;
Volta 2702/1703t 53sc yd.192 1891 ON98668 (1908 named Venetian, 1924 BU);
Mexican 4202/2728t 399sc yd.193 1891 ON99325 (1923 named Messicano of Genoa, sunk by UB39, English Channel approaches, 1916);
Cuban 4202/2728t 396sc yd.194 1891 ON99336 (1913 Generale Salsa of Genoa, wreck 1918 off Laguna);
Malacca 4045/2616t 439sc yd.195 1891 ON93426 (BU 1909);
Formosa 4045/2616t 440sc yd.196 1892 ON93427 (BU 1909);
Engines for Clan Cameron, yd.197;
3 Alarm class torpedo gunboats:
Jason 810td sc yd.198 1892 (for Admiralty, mined off Coll 1917);
Jaseur 810td sc yd.199 1892 (for Admiralty, BU 1905);
Niger 810td sc yd.200 1892 (for Admiralty, torpedoed by U12 near Deal 1914);
Binnie 1001/595t 150ts yd.201 1892 ON99048 (sludge carrier for Thames, BU 1926):
Engines for Clan MacArthur, Clan MacIntosh, yd.202-3
Jeannette 162/82t 57sc yd.204 1892 ON93429 (steam yacht for F Platt, later The Ladye 1897, Sirius 1898; Kempion 1900; Scarba 1926, disabled off IOM but towed to safety 1929, reg closed 1938);
Unknown, small paddle steam vessel for Bristol Channel Co., launched July 1892, yd.205?
Steam hopper dredger 130t 200sc yd.206? 1892.
Hurona 3432/2150t 403sc yd.207 1892 ON99214 (1901 owned Dundee, foundered of Psara 1919);
Isis 2506/1588t 178sc yd.208 1892 ON99850 (hull only built Barrow, 1902 Ioannis of Andros, 1912 Minas, torpedoed by U34 off Oran 1917);
yd.209 SV: Unionen;
Engines for HMS Flora, yd.210;
Barrow 1001/595t 150ts yd.211 1892 ON99069 (sludge carrier for Thames, BU 1926);
Belvedere 1001/595t 50ts yd.212 1892 ON99082 (sludge carrier for Thames, BU 1926);
Barbadian 4502/2934t 437sc yd.213 1892 ON102072 (1913 Tirreno of Genoa, 1919 Alessandro A of Rome, BU 1924);
Jamaican 4502/2948t 434sc yd.214 1892 ON102085 (BU 1914);
Northern Light 3893/552t 345sc yd.215 1893 ON101974 (oil tanker, 1901 Housatonic, sunk Maidens 1908);
Blackrock 859/187t 297sc yd.216 1892 ON99743 (Dublin - Liverpool service, 1923 BU);
Warren Hastings 3902/1922t ts yd.217 1893 (troop transport for Royal Indian Marine, wreck Reunion 1897);
Brancker 2511/1518t 303ts yd.218 1893 ON102100 (MDHB sand pump dredger, collision Mersey Bar 13-12-1902, damaged but repaired; BU 1930);
Accra 2808/791t 268sc yd.219 1893 ON102608 (BU 1925);
Bathurst 2808/1794t 69sc yd.220 1893 ON102614 (torpedoed U87 off Scillies 1917);
Venetia 875/347t 223sc yd.221 1893 ON98487 (steam yacht, later named Sybarite, Cherokee, North Star, requisitioned 1915-9 as hospital ship, 1920 Policos, sunk Greece, air attack 1941, later salvaged);
Batanga 2808/1788t 269sc yd.222 1893 ON102639 (BU 1922);
Engines for Clan Drummond, Clan Graham, yd.223-4;
Indrani 4994/3226t 532sc yd.225 1894 ON102152 (for Royden, Liverpool, 1911 Shinbu Maru, 1930 Jinbu Maru, 1938 Zinbui Maru, torpedoes by USS S-30 1943);
Lady Wolseley 1450/729t 238sc yd.226 1894 ON99752 (1916 Kinvarra, 1916 River Tyne, foundered off Oporto 1916);
Clan Ross 2602/1654t 317sc yd.227 1894 ON104539 (1913 Cantara, 1924 Hwah Cheng, BU 1930);
Clan Campbell 2600/1653t 317sc yd.228 1894 ON104576 (1913 Camira, 1925 Yung-ning, 1928 Commandant Henri Riviere, sunk in air raid, Canton, 1941);
Clan Mackay 2600/1654t 317sc yd.229 1894 ON104593 (1913 Ceduna, 1925 Tung Tuck, 1937 Chang Teh, 1937 Pananis, 1943 Shinyo Maru, torpedoed by USS Paddle 1944);
Engines for HMS Majestic, yd.230;
Axim 2793/1781t 265sc yd.231 1894 ON104579 (missing London to Sierra Leone 1910);
Bakana 2793/1789t 265sc yd.232 1894 ON104563 (wrecked West Africa 1913);
3 Sturgeon Class torpedo destoyers:
Sturgeon 300td 4000ihp,sc yd.233 1894 (BU 1912);
Starfish 350td 4000ihp,sc yd.234 1895 (BU 1912);
Skate 295td 4000ihp,sc yd.235 1895 (BU 1907)
Engines for Xema, yd.236;
Powerful 14200td 25000ihp,ts yd.237 1895 (Powerful class cruiser, 1919 named Impregnable II, BU 1929);
Dredger no.1 282t 350ihp,ts yd.238 1895 (for Dublin);
Juno 5600td 9600ihp,ts yd.239 1895 (Eclipse class cruiser, BU 1920);
Doris 5600td 9600ihp,ts yd.240 1896 (Eclipse class cruiser, BU 1919);
Burns 1019/605t 150ts yd.241 1895 ON104858 (sludge carrier for Thames, BU 1925);
No. 2 Dredger 122/54t 50sc yd.242 1895;
Duke of Lancaster 1520/441t 348sc yd.243 1895 ON104240 (ferry Fleetwood - Belfast, 1912 the Ramsey, 1914 Ramsey, 1914 requisitioned by Admiralty, torpedoed 1915);
G B Crow 2384/1523t 300ts yd.244 1895 ON105353 (sand pump dredger for MDHB, BU 1933);
Clan Menzies 2669/1693t 317sc yd.245 1896 ON105979 (1926 Nostra Senora di Coronata of Genoa, BU 1928):
Clan Lindsay 2668/1693t 317sc yd.246 1896 ON105997 (wrecked S Africa 1898);
Niobe 11000td 16500ihp,ts yd.248 1897 (Diadem class cruiser, 1910 to Canadian Navy, 1922 BU);
Avon 355td 6300shp,ts yd.249 1896 (30-knot destroyer, BU 1920);
Bittern 355td 6300shp,s yd.250 1897 (30-knot destroyer, collision off Portland 1918);
Clan Sutherland 2820/1794t 317sc yd.252 1896 ON106037 (1922 Shinshu Maru, 1933 BU);
Otter 360td 6300shp,ts yd.253 1896 (30-knot destroyer, BU 1916);
Leopard 385td 6300shp,ts yd.254 1897 (30-knot destroyer, BU 1917);
Duchess of Devonshire 1265/390t 273ts yd.255 1897 ON99941 (ferry, 1928 Gibel Dersa, 1948 BU);
Roebuck 1281/309t 643ts yd.256 1897 ON108422 (ferry, 1914 Roedean, requisitioned Admiralty, sunk collision 1915);
Reindeer 1281/309t yd.257 1897 108424 (ferry, BU 1928);
Ampitrite 11000td 18000hp,ts yd.258 1898 (Diadem class cruiser, BU 1920);

In 1897 Vickers of Sheffield took over the Barrow shipyard - the company being then known as Vickers, Sons, and Maxim.
3 yard numbers will be from putting new engines in Clan McKenzie, Clan McGregor and Clan Buchanan.
Joseph Thompson 995/586t 50ts yd.262 1897 ON105679 (sludge carrier for Manchester Ship Canal, BU 1933);
Duke of Cornwall 1540/415t 170ts yd.264 1898 ON109661 (ferry reg Fleetwood, 1928 Rushden Castle, 1947 BU);
Vengeance 14300td 13500ts yd.265 1899 (HMS Vengeance, BU 1922);
Anglia 6514/4055t 649ts yd.266 1898 ON109977 (cable vessel, 1908 Itonus of Melbourne, torpedoed Mediterranean by Austrian submarine 1916);
Clan Ferguson 4808/3107t 413sc yd.267 1898 ON108779 (torpedoed by UB49 1917);
Clan Cumming 4808/3108t 413sc yd.268 1899 ON108797 (1925 Ettore of Genoa, 1926 Elisa Campanella, BU 1932);
Jeanette 217/83t sc yd.269 1898 ON99942 (steam yacht, 1899 Sea Nymph, 1900 Cala Mara, 1961 BU);
Sokoto 3080/1969t 296sc yd.270 1899 ON111177 (1919 Tablada of Sevilla, 1926 BU);
Bornu 3238/2074t 296sc yd.271 1899 ON111196 (foundered off Ouessant 1916);
Ortona 7945/4115t 506ts yd.272 1899 ON110613 (1910 Arcadian, torpedoed by UC74 off Milos 1917);
Sabrina 379/156t 3sc yd.275 1899 ON108549 (steam yacht, in MNL to 1930);

Unknown builder at Barrow:
Argus 10/2t wood 5ts 1894 ON110595 (steam barge for MDHB, later to Cobh, BU 1929);


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History of Barrow Shipbuilding Company [ship names as they appeared in the newspaper]:

1873-7.[from Barrow Herald and Furness Advertiser - Tuesday 29 September 1903]:
..Part II ... ... The Barrow Shipbuilding Company began operations with an order from the Eastern Steamship Company, known as the Ducal Line, for three vessels to trade between Barrow, London, and Calcutta. They were the first three boats to be erected on the stocks, and were named the Duke of Devonshire, Duke of Buccleuch, and Duke of Lancaster. A good deal of local interest was evinced in the building of those Ducal boats, for at that time they were considered first-class ocean liners. Their length was 380 ft, tonnage 3,000, with compound engines indicating 1,039 horse power under a boiler pressure of 60lbs. The Duke of Devonshire was launched on June 25th, 1873, followed by the Duke of Buccleuch on October 5th, and the Duke of Lancaster in the spring of the following year. In the service of the Eastern Steamship Company they plied from west to east for many years, but unfortunately the Duke of Lancaster came to an untimely end on the rocks of Gebel Zuker Island, in the straits of Bebel Mandab, not far from Aden. Much more satisfactory has been the life of the Duke of Devonshire, which was quite recently sold by her London owners to a Genoa firm £8,000. However, THE FIRST BOAT LAUNCHED from the yard was the steam yacht Aries, built to the order of Sir Jas. Ramsden, and christened by Lady Ramsden on May 12th. The strength of her engines was 250 horse power, length 130 ft, and tonnage 145. Naturally the launching of those vessels, the first fruits of the company's operations, created the liveliest interest, and thousands occupied points of vantage in the yard and its vicinity. In the meantime the firm had successfully contracted for three more steamers, the Anchoria, Devonia, and Circassia, 20ft longer and 1,000 tons more burden than the Dukes. The engines averaged 2,500 horse power, under a steam pressure of 65lbs. The owners were the Barrow Ocean Steamship Company, a company floated with the object of developing the port and shipping interests of Barrow, and extending the maritime and commercial relations between this country and America, but there seems to have been some uncertainty about the success of this scheme, or some unforeseen delay by the company in fully developing trade connections with America, for it was found necessary, in the meantime, that the Anchoria and her sister ships should join the Anchor Line, and trade between Glasgow and New York. Still at that time the commercial spirit in the town was all agog, and besides those men of business who extended their trade interests to India in the East, and America and Canada in the West, there were also thriving local shipping concerns instituted for the purpose of carrying on extensive coasting trade. Chief of these was the firm of James Little and Company, who placed an order at the Old Barrow works for four screw steamers varying from 130ft to 133ft in length, 450 tonnage, and the engines indicated about 300 horse power. These vessels were christened Apollo, Achilles, Adonis and Duchess of Marlborough, and proved splendid steamers for coasting purposes. The latter vessel afterwards was re-christened Arethusa[sic]. Then the Furness Railway Company gave a helping hand to the shipbuilding enterprize by ordering a paddle steamer called the Lismore, a very serviceable boat, which is still doing excellent work in the Railway Company's service. A dredger was also constructed for the same company, for clearing the channel and securing a better waterway for such vessels as were accounted of large tonnage in those days. All these vessels, except the Devonia and Circassia, were launched in 1874.
The year 1875 was REMARKABLE FOR THE FACT that although seven vessels were successfully put into the water, not one was a screw steamer. Five of them were sailing ships, and two were paddle steamers. The first of these was the British Duke, launched on the 21st of January, followed on the 26th by Falstaff (sister ship), for J. Beazley & Co, shipowners, The length of these vessels was 228ft, and the tonnage 1,500. They were built for the East India trade, and to show the rapidity in which a sailing vessel could be got ready for sea in those days, although only a month elapsed between launchings, by the time the Falstaff found her natural element, the British Duke was on her way to Calcutta with a cargo of salt. After the Falstaff came another sailing vessel Dalacarlia, built and launched on May 30th, to the order of S. R. Graves and Sons, of Liverpool. All those ships were built from the same design. Then in August of the same year came the Birker (J H Bushby) which was unfortunately wrecked at Lobos de Tierra in June 1895, and the Western Monarch (J Ratton and Company) both sailing vessels. Previous to these launches came the Ben-my-Chree (woman of my heart) on the 5th of May, and the Duke of Connaught on the 21st of July. The former of these two paddle steamers was built to the order of the the Isle of Man Steamship Company and intended for the Isle of man and Liverpool trade. Ben-my-Chree was a remarkably fast boat, 310 ft long and 1024 tonnage, horse power about 3000, and during her trials on the Clyde ran 17 knots per hour comfortably. She also ran a race with Iona, said to be the swiftest vessel afloat at that time, and beat her easily. The Duke of Connaught also proved an excellent steamer. She was ordered for the Fleetwood and Belfast trade by the Preston and Wyre Railway Company.
In 1876 seven vessels left the slip at Old Barrow. The first of these was the yacht Tarus, 140 ft, built to the order of Sir R. Buckley[sic]. Then the Lord Houghton, screw steamer for the Goole Steamship Company. A couple of dredgers launched on the 25th May, for N. Portesloff, were interesting from the fact that they were the first order received by the firm FROM A FOREIGN COUNTRY. Two fine sailing ships were also launched, Bramletye for W. R. Price and Company, London, and the Kentsbank, for J. B. Sprott. A trim little screw steamer, Fairy, launched along with Kentsbank, was intended for coasting purposes between King's Lynn and Hull and Newcastle by the East Coast Steamship Company. The same year the firm was also busy making the new gates for Ramsden Dock.
The year 1877 will always be remembered as one of the redletter years in the annals of the town's shipbuilding, not only because no less than sixteen vessels were safely cast upon the waters, but because it was in 1877 that the first order from the British Government was executed. The Foxhound and Forward were but two small gunboats of the Mallard class [sic], and were built more in the capacity of messengers than fighting units in the Navy. But the town's people did not view the launching of these little mites in the same light as they would to-day. The fact that they constituted the frist Government order, placed at a time when the firm had only been in active operation some four or five years, seemed to indicate even at that early period that the Admiralty clearly recognised the vast resources and capacity of the works. The successful execution of the order presaged the possibilities of greater things to come, which have been more than amply fulfilled during the last decade, and everyone today knows how the little Foxhound and Forward were the forerunners of the great leviathans now built at Barrow, not only for the British Government, but for foreign nations as well. On the 29th January, despite the boisterous weather, thousands assembled to witness the launches. They were 125ft long, displacement 465 tons, and the indicated horse power 360, giving a speed of 10 knots. The Foxhound was launched by Miss Egerton, and Forward by Lady F. Cavendish. The vessels were both erected on one slip, and alongside reared the stately hulk of the Yarkand, which was launched on the same day. Many claim her to be the PRETTIEST SAILING SHIP ever built at Barrow. Her owners were J. Fisher and Son, and Lady Louisa Cavendish performed the christening ceremony. In April a splendid model of a steam yacht, Margaret by name, found its first home in Walney Channel. She was built to the order of Mr Henry Jamieson, of Dublin, the eminent whiskey distiller. Messrs Johnson and Company, of Liverpool, had a screw steamer, Dunmore, built for the Danube trade; a screw steamer, Commander, followed, for T. and J. Harrison, Liverpool. Then a double launch took place on the 30th of June, when two yachts were launched - Amy, for N. B. Stewart, of Torquay, and Cruiser, for Lord Eglington. The latter was constructed entirely of wood. At this time there were no less than ten vessels on the stocks. In the same month the Balcarres took to the water, the property of the Wigan Coal and Iron Company. The vessel was called after the chairman of the company, Lord Balcarres. A couple of Glen liners, Sannox and Logan, for S. Johnson, of Liverpool, were very fine vessels employed in the Brazilian trade. Another yacht, Merle, for Mr W. P. Millar, a paddle steamer, Earl of Ulster, for the same service as the Duke of Connaught, a screw steamer, Truthful, for F. H. Powell and Company, the Bendigo for Joseph Hoult and Company. of Liverpool, and last and greatest of all, the Devonia, launched on the 28th of March completing the record launching year of the Old Barrow works. With the exception of the Devonia, none of the foregoing vessels exceeded 1600 tons displacement.

1878-82 [from Barrow Herald and Furness Advertiser - Saturday 10 October 1903]:
PART III. WALNEY FERRY LAUNCHED. The year 1878 began with the launch of No.1, that is to say that on January 5th the first Walney Ferry was launched, followed a month later by the Countess of Aberdeen for the Aberdeen and Hull Steamship Company, on the East Coast trade. No 54 on the firm's books was repair work on a vessel called the Brazilian, which was intended to trade between Galveston and Barrow in the direct importation of cattle. It will be remembered large sheds were erected round the docks, especially fitted for the direct cattle trade. For some time vessels did run between the ports, but without the success anticipated, and eventually the trade was abandoned. A torpedo mooring boat came next for the British Government, then a small screw steamer, Margaret, for Messrs Carron and Company, and a yacht Seaweed for Mr John Fall. About this time, as already indicated, the Barrow Shipbuilding Company had to seriously consider their financial position, and an application went before the Master of the Rolls for reduction of the Company's capital. The shareholders, in meeting assembled, had evidently settled the amount of loss they had sustained, and proposed to write off £15 per share from £25 paid up shares, which would then stand at £10 paid. It was in this year the Circassia was launched - March 18th. At that time two very fine steamers were building for the Societe Anomyme de Navigation Belge Americaine of Antwerp, which was the Red Star Line trading in passengers and cargo between Antwerp and Philadelphia. The vessels were named the Belgenland and the Rhynland. The first was launched in December, 1878, and the other in March, 1879, They were 400 ft long, with a tonnage of 3,700, i.h.p. 1,830. The Cicero was another fine boat, 300 ft long, 1,600 tonnage, built to the order of W. H. Dixon, of Liverpool. Earlier in the year, the firm launched a twin screw steamer, Recovery, for the Independent Salvage Company, also the Pliny, for Messrs Lamport and Holt, of Liverpool. In April, the Lascelles, for Mr J. Br Palmer, and the Ballina for Mr C. W. Pollexfew.
A POOR YEAR. The year 1879 was a very poor year indeed, for there was practically nothing done except work for the Furness Railway Company. This work comprised two twin screw steamers for the Lake service, called Cygnet and Teal, together with a couple of barges.
Fortunately 1880 showed a vast improvement, and began with the launching of two more torpedo boats for the Government, and later in the year another one was put in the water. In May, the Adelaide, a paddle steamer for the Great Eastern Railway Company, was launched. She was the first vessel built of steel in Barrow, and her trading stations were Harwich and Rotterdam. The yacht Severn, for Earl Ducie, was launched steam up and ready for sea. October was a very busy month in the yard, for no less than five vessels left the stocks - three gunboats, Grappler, Wrangler, and Wasp, sister vessels to the Foxhound [sic], on the 5th, Furnessia on the 10th, and the Ennismore on the 23rd, whose sister ship Craigmore had been launched two months earlier. These two vessels were built for W. Johnson and Company, Liverpool, another sister ship, Lismore, not taking the water until August the following year. Then on November 2nd, the Banterer and Espoir, the remainder of five gunboats ordered by the Government, plunged into their natural element. By this time, with the exception of the five gunboats, the steam pressure on the engines had increased to 80lbs, 90lbs, and in some instances over 100lbs. The Furnessia up to that time was the largest constructed by the firm and one of the largest in the shipping world. When she was taken round to the Clyde, the home of shipbuilding, for her steam trials, she was thrown open for inspection at Glasgow, and in two days 20,000 people were reported to have visited her. Her length was 445 ft, tonnage 5400, and her horse power 3,367 under a pressure of 90lbs. On November 25th Lady Ramsden christened Sir James Ramsden's new yacht Aries. The date of the launch was splendidly chosen because it fell on the 21st birthday of Mr F. J. Ramsden, and there were great rejoicings at Abbot's Wood. In March the same year the Rose Castle was launched by Miss Goodwin, daughter of the Bishop of Carlisle, for Carlisle Brothers and Company. This vessel afterwards became the Duke of Buckingham, and only recently was sold on the Continent for £8,000.
A SPLENDID YEAR. The year 1881 was another splendid year for Barrow. There were ships on the stocks destined to appear in almost every part of the world. In the first instance there was a dredger for the European Commission of Danube, launched February 19th; another steamer, the Strabo, for Messrs Lamport and Holt, Liverpool; the well-remembered Navarra and Bearn, 385 ft long, tonnage 4,200, for the General Maritime Society, and the Ganges and Sutlej, for the P and O Co. All these were 390 ft long, over 4,000 tons burden, and the latter pair developing 4,400 h.p. The Rossal was a barge for the Barrow Dredging Department. The twin screw steamer Fenella, for the Isle of Man Packet Company, and finally the event of the year, the launch of the City of Rome. This happened on June 14th. She was the largest ship at that time ever built, except the Great Eastern, and perhaps the most beautifully modelled vessel ever constructed. She was clipper-bowed, with a fine full length figure-head of one of the Roman Caesars in the imperial purple, and rigged with four masts. Her length exceeded 580ft, and she had a tonnage of 8,800 tons. The power of her engines was considerably over 12,000 h.p., and developed a speed of 17.5 knots. Such were the principal features of this great vessel. She was originally built for the Inman Line, but she began her sailing career under the control of the Anchor Line. The launching of her will live in the memory of all who had the privilege of witnessing it, for this reason: A LAMENTABLE ACCIDENT happened just before the time appointed to liberate her, and resulted in the death of several men and injury to others. The names of those who were killed on the spot and injured were Thomas Walker, John Clucas, Henry Welsh, and Robert Hamilton (killed), and Henry Collister, Patrick Keenan, James Smith, Hugh Barr, Joseph Bailey, and William Bailey (injured). Naturally the bursting of the boiler which caused the accident and loss of life cast a deep gloom over the proceedings, and the thousands who had gathered from all parts to see the launch were horror-struck. But apart from the accident, the work of putting the giant vessel into the water was a signal success, and reflected the greatest credit upon those who had charge of the work. The christening ceremony was gracefully performed by Lady Stanley. Of course, ships, like man who makes them, may not be perfect, and the City of Rome is no exception to the rule, but with all her faults nothing could shake the pride the people of Barrow held for her, and they are not slow to point out the vessel Alaska, which was built in such a hurry to compete against her in the Atlantic trade. While beating her in speed, she did not do so in comfort and durability, and eventually ended up her career as a boarding house to the workmen employed in the yard where the City of Rome was built. The word failure cannot be written on the bulkheads of a vessel which has tramped the ocean with the greatest regularity and punctuality for twenty-one years before being consigned to the breaking-up hammer at last.
The year 1882 witnessed the launching of eleven vessels, including a depositing dock for the Furness Railway Co., and here again there is a marked variety of ownership. Taking them in rotation, according to their numbers, the first to come under notice are the Hesperia and Justitia, two splendid steamers 340 ft long and over 3,000 tons burden. They were built for the Anchor Line, and the Hesperia was first to take to the water, on February 7th, followed by her sister ship on May 6th. The next order was the lengthening of a yacht called Cruiser, for the Governor of the Fiji Islands. The Duke of Westminster, another Ducal liner, was launched on April 20th. Her dimensions were much above the average at that time, for her length was 400 ft, tonnage 3,725, and horse power 1,544. It may also be interesting to know that she was the LAST BOAT BUILT FOR THE DUCAL LINE. Then again, W. Johnson and Company, of Liverpool, were evidently satisfied with the execution of their orders by the Barrow Shipbuilding Co., and another contract in this year was rapidly brought to completion. The Nessmore and Oranmore were launched on May 25th and July 4th, and were the largest built for the enterprising Liverpool firm. The length of these boats was 340 ft and the tonnage exceeded 3,300. The next on the list was a grand vessel, La Normandie, for the Trans-Atlantique Generale Companie, Paris, and was next in size to the City of Rome, being 450 ft long, her displacement over 6,000, and her engines 6,940 h.p. Among the smaller boats of that year were Tangete (August 1st), built to the order of Trasmet and Co.; Eden (September 19th) for the Royal Mail Packet Co.; Esk (December 11th), for the same company; and Navarro (December 28th) for T Glynn and Co.

1883-86 [from Barrow Herald and Furness Advertiser - Saturday 17 October 1903]:
PART IV, In 1883 eleven other vessels found their first home on Walney Channel. Chief of these was the one and only Castle liner built at Barrow, the Pembroke Castle, which was successfully christened on July 7th by Miss Schneider, to whom this unique honour fell. The smaller crafts were Yoruba (February 10th), for Vermeine and Sons; Kow-Shing (March 10th) for the Indo-China Co.; and a majestic yacht Monarch for Earl Ducie, launched by Lady Ramsden on May 8th. Then followed the Takapuna for the Union Steamship Co.'s New Zealand service, on June 5th; and Annie (June 25th), a little 400 tons coaster for J. J. Mack and Sons. Three sister ships, Argus, Ballrus and Delphus, engines built by Westray, Copeland, and Co. came next, launched respectively on July 5th, September 20th, and November 15th, for T. Kish and Sons. Next came Mount Edgecombe, launched August 21st, for Messrs Bellamy and Co. All the foregoing were steamships. The Earl of Jersey was a fine model of a sailing ship, launched October 4th, for D. Brown, Son, and Co., and completed the list of vessels for that year.
A 19-KNOTTER. The first month in 1884 witnessed the launching of two screw steamers, the Borderer, 400ft, 4,740 tons displacement, for Glynn and Co., on the 30th; the other, the Bedlington, on the 15th, for the Mount Stewart Steamship Co., of Cardiff. On February 13th Norham left the stocks to trade under the ownership of J. Lohden and Co. On March 1st Dollie, sister ship to Annie, was launched for J. J. Mack, and on the 15th Euterpe, built to the order of Messrs B Wencke and Son, of Hamburg. She was constructed on the same lines as the Earl of Jersey, and was then the largest sailing vessel in the German mercantile marine services. Her sailing qualifications were highly commented upon at that time, and she had been known to accomplish 19 knots in favourable weather. Messrs Taylor, Abram, and Co., of Liverpool, saw the launching of the first County liner, built for them at Barrow, the County of Salop. She left the slips on March 29th. and her sister ship, County of York, followed on September 20th. In the meantime Peveril, for the Isle of Man service, first touched the waters on May 24th. Messrs R. Singlehurst and Co.'s Sobralenza, launched on August 9th, was the first Barrow built boat to be fitted with triple expansion engines, and the steam pressure on the engines raised to 150 lbs. Then a dredger for the Bhannanger [sic Bhavnagar] Harbour Works followed, and preceded the steamer Gannett, for the Melbourne Harbour Works (September 6th). A barge ordered by the Aberdeen Harbour Works Commission was launched on November 19th, and the day following the Earl of Chatham, sister to the Earl of Jersey, took to the deep, and brought up the rest of the work executed in 1884. During this year 50 boats were constructed for navigating the cataracts of the Nile, with the object of relieving General Charles Gordon at Khartoum.
A BIG FIRE. September, 1885, will be well remembered. In that month the large erecting shop in the engineering works was burned down, the building and everything beneath the roof was entirely destroyed: all the machinery, the pattern shop, and brass-finishing department included. Naturally it had a serious effect on the output of the yard, and several important orders were considerably delayed, notably H.M.S. Fearless, the Orizaba, Oroya, and smaller craft. Apart from this only four launches took place in 1885. The Drumcraig (January 18th), for Guillieson and Chadwick, the Itumbo, on February 19th, the Como, for Lamport and Holt, Liverpool, on May 16th, and the Mona's Queen, for the Isle of Man Mail Packet Co. The latter vessel rapidly became popular in the service. She was 320 ft long, with a tonnage of 1465. Her engines developed 6,200 h.p., and were driven by two high-pressure cylinders and two low pressure cylinders, 50in and 88in in diameter, operating under a boiler pressure of 86lbs.
The year 1886 began under happier auspices, the effects of the fire were then rapidly disappearing, and every possible place was utilised for furthering the engineering work. On the shipyard side work went on as usual, and several important launches were recorded that year. H.M.S. Fearless was christened by Lady Ramsden on March 20th. This vessel was only 220 ft long, and a displacement of 1,430 tons, but she was listed as a twin screw third class cruiser, and could maintain a speed of 18.5 knots. She was the first warship to be constructed entirely of steel at the works. Her two sets of compound engines were a credit to the builders; both sets developed 3,564 h.p., under a steam pressure of 120lbs. The greatest interest prevailed in the town when the first of the Pacific Steam Navigation Co.'s boats was launched on May 6th. The Orizaba and her sister ship Oroya, launched August 31st, were splendid liners for first-class passenger service between London and Australian ports. They were models of strength, symmetry, and swiftness, and soon became popular vessels in this country and Australia. It is worthy of note that Messrs Vickers, of Sheffield, were the successful contractors for the crank and propeller shafting of these boats. On May 8th a couple of barges were launched for R. Swindlehurst and Co., and another one in July. A yacht, Vivid, for Mr T. Butler, the Powhaton, on Jane 19th, for the Mediterranean and New York Steamship Co. There was also launched on April 24th a Nordenfelt submarine torpedo boat. This was the first of three building, and in the presence of latter-day submarine science, a DESCRIPTION OF THE NORDENFELTS is sure to be interesting. They were 110 ft long, and 12ft in diameter, the shape being exactly the same as those building to-day. On deck there were three separate structures, through which access was gained to the interior. The forward structure was the conning tower, the others forming the entrances to the engine room and stokehole. They were also fitted with two funnels, which were removable, and water-tight doors put on when the boats were to be submerged. Steam was supplied by two cylindrical boilers, with two furnaces in each, and when the vessels were under water the furnaces' mouths were made perfectly tight by means of a plate bolted on. The smokebox doors were also joined. so that no hot air could escape. Fore and aft two small propellers worked horizontally, and were used solely for descending and ascending. In descending ballast tanks were flooded until the vessels had nearly lost their buoyancy, then the horizontal propellers were put in motion, which caused the vessels to sink to any required depth by simply regulating the speed of the propeller, and remain there for twelve hours if necessary. These are the main features claimed for the Nordenfelt submarines, but they fell far short of perfection, and to the expert mind were not by any means ideal submersible vessels. The orthodox method of producing motive power militated largely against the success of the invention. The heat of the furnaces and boilers rapidly consumed the air in the stokehole and engine-room, and the closing of all apertures had a tendency to suffocate the boiler fires. Hence in the present-day, submarine steam power is totally disregarded in favour of gasolene. The first of these vessels was purchased by the Sultan of Turkey. The Governor McLean, for the Governor of the Gold Coast, was a trim-looking twin screw steamer. The Prince of Wales, a splendid paddle steamer, launched on February 20th by Mrs Armitage, for the North Lancashire Steam Navigation Co., was placed on the Fleetwood and Belfast services. Her length was 307 ft, and her tonnage 1,430, and the power of her engines was somewhat similar to that of the Mona's Queen. This vessel, together with another barge for Singlehurst and Co., completed the year's launches.

[from Barrow Herald and Furness Advertiser - Saturday 24 October 1903 & Saturday 07 November 1903]:
PART V and VI. Very little was done in 1887. A barge, Bazelgette, left the stocks on May 24th for the Metropolitan Board of Works. Grangense (twin screw) on the same day, built to the order of Singlehurst and Company, for South American trade; repair work on the Tredagh; and a sailing ship Hainout, 240 ft long, tonnage 1,580, for S. Speth and Company, was practically all the work done. About this time, however, the firm successfully contracted for the engines of half-a-dozen vessels for the Government, which was the means of keeping the engineering department very busy.
The year 1887 practically ended the existence of the Barrow Shipbuilding Company as a managing body at the yard, and witnessed the incorporation of the NAVAL CONSTRUCTION AND ARMAMENTS COMPANY. The incorporation took place on February 18th, 1888, the share list opened on the 21st, and possession of the yard was taken on March 1st. The prospectus of the new company was a most interesting one, and freely discussed throughout the country at the time. The principal objects were to build warships in England and Spain, and deliver them fully equipped and armed; to develop new inventions connected with coast defence, and to carry on ship repairing, and mercantile shipbuilding in all its branches, including mail and passenger steamers of great speed. The company had secured the extensive shipbuilding and engineering works at Barrow, and were of opinion that the yard was one of the best in the kingdom, with well arranged workshops and modern machines, and the possession of it would enable the company to supply vessels of every description economically with great despatch up to fully 30,000 tons gross register of shipping annually. The company also proposed to erect, as a branch establishment, a shipbuilding yard in Spain, with a view to obtaining a considerable proportion of the Spanish Government orders. Arrangements were to be made with the Nordenfelt Guns and Ammunition Company for supplying quick-firing and machine guns, with their carriages and ammunition, and also with Messrs Sir Joseph Whitworth and Company for supplying larger guns, carriages, and ammunition. Arrangements were also made with the former company to obtain orders from foreign and Colonial Governments, thus securing the assistance of the experienced agents of the Nordenfelt Company in almost every foreign country. The very advantageous terms upon which the Barrow shipbuilding yard had been taken over, the importance of having a SHIPBUILDING YARD AT BILBAO, in Spain, the strong combination of gun manufacturers working with the company, the large profits which could be realised upon warships and torpedo boats, and the improving condition of the shipbuilding trade generally, justified the directors in anticipating, with good management, highly satisfactory results from the business of the company. These were the principal objects for the realisation of which the Naval Construction and Armament Company was created. How far the company failed in materialising those brilliant projects is now a matter of common knowledge.
The first keynote was sounded by Lord Brassey only a few weeks after the firm had commenced active operations. In giving his opinions publicity regarding the national defences of England, he stated that "a want of confidence in the ability of British manufacturers to supply the guns in which we are deficient is not the least among the causes of the prevailing anxiety with reference to our defences". In paying a visit to the fine establishment of the Whitworth Company, he saw with surprise that the resources of the works were being largely applied to the manufacture of guns of the heaviest calibre for the French Government. Contracts were executed in the order in which they were taken. "We had been forestalled at Messrs Whitworth's by a foreign nation, to whose proceedings we could not be indifferent. Recriminations as to the past were useless. Let us take effective action in the future. We were learning that it took as long to make a heavy gun as to build a ship. We must look much further ahead than we had hitherto done. We must encourage our manufacturers, as the French had encouraged theirs, to provide costly plant, and to equip themselves more completely. To do this we must enter into contracts extending over considerable periods". And yet, despite Lord Brassey's most eloquent appeal, there are no records to show that the Naval Construction and Armament Company were induced to provide costly plant or equip themselves more completely to manufacture those heavy calibre guns such as are now built by the present company.
Then again, at the first annual general meeting of the company. the chairman's remarks to the shareholders will probably now be read with considerable interest. "Since the incorporation of the company, little had been done in the way of building ships, but considerable additions and re-constructions had been made to the yard and machinery. During that period of preparation, the company had received orders to build three second-class cruisers, and had also been invited to tender for cruisers of the first-class. The proposed works at Bilbao were in abeyance, the directors deciding to concentrate all their energies on the Barrow yard". He then went on to explain many of the difficulties the firm had to meet and overcome. First of all, owing to the great slackness which prevailed at the yard, the men were generally in a demoralised state, and MANY OF THE FOREMEN WERE INEFFICIENT, most of whom had to be dismissed. Then the directors were very much disappointed in not receiving orders of that class which the company was specially formed to undertake: the building and equipping of war vessels for home and foreign Governments. Tenders for Spanish ships, and three vessels for the Chilian Government, were not accepted. The reason for these failures was, as explained by the Chairman, due to the fact that the company was a new one, and had its reputation to establish, and that under the old management the Barrow Shipbuilding Company did not succeed in giving satisfaction either to the commercial world, or even obtain a place on the list of firms tendering for contracts with the British Government. The somewhat discouraging remarks of the chairman would doubtless convey but scant comfort to the hearts of the shareholders gathered together at their first annual meeting, and that the high ideals set forth in the prospectus seemed just as remote as ever after the first year's working of the company's business, yet it is nevertheless perfectly true that in the closing years of the firm's career, the Admiralty had reason to be highly satisfied with the excellence of the work turned out at the Old Barrow Dockyard. Naturally during the passing of the old company and the coming of the new, there was great slackness at the yard. The wages paid only amounted to £99,000, and of course the output was correspondingly low. There were only four very small vessels to deal with, the first being a lifeboat for the Southport station, called Edith and Annie, and launched on April 16th [1888]. Then there was the screw steamer Freda, which left the stocks on June 6th, to join the service of Lamport and Holt, of the Argentine Steam Lighter Company. This vessel and her sister ship, Greda, launched June 28th, were specially adapted for river and shallow waters. The other vessel was another Nordenfelt submarine, which was subsequently bought by the Russian Government.
PACIFIC LINERS. In the meantime the new company had successfully tendered for two very fine Pacific liners, and work commenced upon them the same year. On March 20th, [1889] the first of these, the Oruba, glided from the slipways, and represented the first highclass production of the Naval Construction and Armament Company. The launching of her sister ship, Oratava, took place on June 15th. The length of these vessels was 430 ft, tonnage 5,500, and the strength of the engine 6,500, under a working pressure of 160lbs, which enabled the vessels to steam 16 knots. It is worthy of note that when the Oruba ran her first voyage from Liverpool to Valparaiso, she completed the distance four days under time. Such excellent steaming went far to enhance the engineering reputation of the company, and at later periods, considerably assisted in securing orders for other high speed ocean liners. The next vessel to pass from the shipbuilders to the engineers was another steamer for the Pacific Navigation Co., on July 30th, the Santiago was liberated from her berth, and on September 28th, the Arequipa, a sister ship, was also launched. These were much smaller than the Oruba class, their length not exceeding 350ft, and the tonnage was just short of 3,000, by 47 tons. they were put on the South America coasting trade. Quite recently the Arequipa fell a victim to one of those terrible tornadoes which frequently rage around that coast. Her head moorings gave way, and she drifted down on the stern buoy, when her propeller got jammed by the hawser, and the ship fell across the sea and foundered in fifteen minutes. The Oratava was also the victim of probably the strangest shipwreck that ever was known. It did not happen on the stormy ocean or on some rock-bound coast, but in the peaceful waters of Tilbury Docks, London. The accident occurred on December 14th, 1896. About 300 men were working aboard, when the vessel suddenly heeled over, and in a very short time - all too short for five poor fellows, who were unable to get ashore - was lying at the bottom of the dock. The accident was supposed to be due to miscalculation in coaling the vessel. She was successfully floated on December 21st, when the bodies of the five men drowned were recovered. The Metropolitan Board of Works was included that year in the company's list of customers, and on March 2nd, the screw steamer Barking was launched on the Board's behalf. Lamport and Holt still kept steadily increasing their fleet, and their orders were always placed in the hands of the local company, and in the same year, two more sister vessels were built, the Hilda and Ida, the former launched on June 30th, and the latter on October 10th. These two steamers were commissioned for service on the River Plate. They were longer than the previous pair by 8ft, with an increased displacement of 30 tons. For the first time the yard was favoured with orders from the British and African Steamship Company, who, in the space of the following nine years, received no less than twelve vessels from the works at Old Barrow. The forerunners of those important steamers were the Boma, Matadi, and Soudan, each 312 ft long, with a registered tonnage of 2,510. The first-named vessel was launched on August 15th, Matadi August 7th, and Soudan on November 23rd. The enormous progress made by the firm during the year is shown in the amount of money paid in wages alone. In the previous twelve months, as already stated, the Barrow Shipbuilding Company only paid £99,000, whereas under the management of the Naval Construction Company, a sum of no less than £280,000 found its way into the workman's pockets. A most wonderful advance.
GOVERNMENT WORK. Mr Goschen's (now Viscount Goschen) Naval Defence Act of 1889 was the means of furnishing Barrow with a considerable share of Government work. The first order was for three twin-screw second-class cruisers, called Latona, Melampus, and Naiad. The length of these vessels was 200 ft. and their tonnage 3,400. The indicated horse power was 8,000, and they were guaranteed to steam twenty knots. The execution of this order was most successful in the case of the Latona, which soon earned the highest encomiums in the Navy, and at one time to her was conceded the honour of being the smartest and fastest craft in the service. Then again, a distinct honour was conferred on the Melampus when the Prince of Wales (then the Duke of York) made her his flagship during the time he was in command of the fleet. It will be interesting to recap the names of the launching ladies when these smart vessels made their first dip in the water. Latona, May 22nd [1890], Lady Edward Cavendish; Melampus, August 2nd, Lady Louisa Egerton; Naiad, November 29th, Lady Brassey. Another vessel, the Coomassie, for the British and African Steamship Company, was launched on February 22nd. and on August 30th the first of those splendid first-class mail and passenger steamers, the Empress of India, was christened by Lady Egerton. The Empress of Japan glided into the water on December ??th (Lady Muncaster), and on March 25th the following year [1891] Lady Northcote launched the Empress of China. Their length was 440 ft and tonnage 5,900, horse power 10,000. It is nearly thirteen years since they began running from Vancouver to Yokohama for the Canadian Pacific Railway Company, and during that extended period have given unbounded satisfaction, and even to-day, voyage after voyage is made with the greatest regularity. Splendid in design, speedy, steady, economical, and comfortable, they form a striking part in the great fleet of Barrow-built mail, passenger, and cargo steamers, which are to be found on every sea and ocean. Like all other highclass ocean mail boats, they were constructed according to Admiralty requirements, capable of being transformed into cruisers or troopships in time of war. The same year the Pacific Steam Navigation Company had a couple of screw steamers, Auracania and Patagonia, under repair, The European Commissioners of the Danube had built for them two pontoons and a fine dredger, called Sir Charles Hartley.
ELDER DEMPSTER'S FLEET. In 1891, three more excellent vessels were christened and completed for the Elder Dempster's British and African Steamship Company. The names of the boats were Bonny, Loanda, and Volta, and in the list of launching ladies the name of Mrs Blechynden first appears, the wife of the late manager of the engineering department having the honour of christening the Loanda. The length of these steamers was 328 ft, and the displacement 2,400, and they were liberated from the stocks on April 25th, June 23rd, and August 8th respectively. Immediately the Bonny was handed over to her owners, she was put on special service, the object of which was to convey the holiday-seeking public, who were at that time showing a desire for sea voyages, in the summer months. The vessel made special trips to Madeira, Teneriffe, and Grand Canary, and was remarkably well patronised. On all hands she was admitted to be the finest steamer in the Elder Dempster fleet. Other important work in that year consisted of three sturdy steamers for the West India and Pacific Company: the West Indian (June 27th), Mexican (September 19th), and Cuban (October 20th). The order to construct these vessels was the first order received by the Naval Construction and Armament Company from the West India and Pacific Company, and there was quite a function at the launch of the first-named boat, the Marquis of Hartington (now Duke of Devonshire) and others being present. Another fine vessel, Indianopolis, was built and entered the water on behalf of J. Little and Company, on June 8th. She was 278 ft long and 2463 tons burden, and was specially fitted for West India coasting trade and the conveyance of American goods along the coast from Boston as far as Para. A small craft, Kivarra [sic, Kwarra], twin screw. for Mr A. L. Jones, and late in the year the Malacca (November 31st), 4,000 tons burden and 385 ft long, for the Peninsula and Oriental Company, completed the interesting and important year's work of 1891.
The succeeding twelve months [1892] knew NO DEARTH OF ORDERS at the Naval Construction and Armaments Company's works, for no less than 13 vessels were successfully dealt with in what is popularly termed "the far yard". In the first instance came the second Peninsula and Oriental steamer, Formosa (March 12th), sister to the Malacca, then repair work on the Clan Cameron, for Cayzer, Irvine, and Company. The same year witnessed the building of three smart little gunboats for the Government - H.M.S. Jason, Jasueur, and Niger, 3,000 tons, 230 ft long, launched respectively: May 15th, October 24th, and December 17th. These vessels represented the last of the orders under the Naval Defence Act, 1889, given out to private builders. Barrow's share was by no means inconsiderable, for besides these three, there were the Latona and her two sister ships, However, the local yard, by the execution of these small war vessels, was gradually establishing a very fine reputation at the Admiralty for excellence and accuracy of workmanship, and the day was close at hand when the highest and all important class of warship construction - the building of battleships - would be entrusted to the Barrow firm. In the meantime mercantile marine construction was steadily pursued, and the sludge boat Binnie on February 27th left the slips and was eventually delivered to the London County Council to join three others built at Barrow, and which were doing excellent work in the purification of the Thames. The tripling of two more Clan boats followed: the Clan MacIntosh and MacArthur. Then came a splendid specimen of a steam yacht: Jeanette for Mr F Platt, Barnby Manor, Newark, launched on the same day as the Binnie. She was designed by Mr. St. Clare Byrne of Liverpool, who also designed Lord Brassey's Sunbeam, Mr Vanderbilt's Alea, and Mr Bennett's Namuda. Her length was 153ft, tonnage 222, and a guaranteed speed of 12 knots. A barge for Messrs Strather and Pitt, and a small steamer for the Bristol Channel Company, preceded the launching of the Hurena on July 23rd for Messrs W. Thompson and Sons, in the London and Dundee trade. On July 8th, the Isis left the stocks on behalf of Messrs Aitken and Walker, and on August 25th, that very fine sailing ship, Unionen, built to the order of A. Pile and Company, glided into its natural elements. She was specially designed for carrying petroleum in bulk for Vestlandske Petroleume Compagni. The engineers at this time were also busy putting new engines and boilers into H.M.S. Flora, increasing her power to 9,000 i.h.p., and her speed to 20 knots. Two more sludge boats were next launched within a fortnight of each other for the London County Council, called Barrow and Belvedere. The local yard had evidently created confidence in the West India and Pacific Company, for two more splendid vessels were cast on the waters, Barbadian (November 19th) and Jamacian [sic] (on the last day of the year). The three similar vessels previously delivered to this Liverpool firm had given splendid satisfaction. Prior to these launches came Blackrock, on October 22nd, built to the order of Messrs J McCormac and Company, of Dublin, to ply on the passenger, cargo, and cattle trade between Dublin and the Mersey.

[from Barrow Herald and Furness Advertiser - Saturday 14 November 1903]:
PART VII. PETROLEUM TANK STEAMER. The work of 1893 began with the launch (January 21st) of the Northern Light, a large petroleum tank steamer 347 ft long and 3,893 tons burden, built for the Northern Light Steamship Company. Her carrying capacity was designed on similar lines to the Unionen, and was capable of carrying 4,800 tons of liquid. The next order on the list was from the Secretary of State for India in Council, who authorised the construction of the troopship Warren Hastings. She was launched on Tuesday, April 18th, and this was a deviation from a succession of Saturday launches. In addition to this she was one and only troopship constructed at Barrow exclusively for the purpose of conveying troops, and the day she left the docks will easily be remembered by the large concourse of spectators who assembled to witness her departure. Fitted in every detail for tropical climates, in the brilliant sunshine she presented a picture for any painter. Unfortunately her service in the India Government was doomed to be short, for the beautiful ship was totally wrecked on the Island of Reunion, near Mauritius, on the night of January 14th, 1887. The catastrophe was supposed to be due to the strong current which was running at the time. The troopship was effecting the relief of the 1st Battalion of the King's Royal Rifles and the 2nd Battalion of the York and Lancaster Regiments. Owing to the heavy surf and the dark, wet night, the ship's boats were found impracticable for landing purposes, and all on board had to be passed by rope from ship to shore, the women and children first, and then by companies in succession until the vessel threatened to capsize, when all swimmers were ordered to jump into the sea. Fortunately, however, NO LIVES WERE LOST, but this was entirely due to the steadiness and discipline of the troops, whose splendid behaviour was subsequently specially noticed by the Commander-in-Chief of the British Army. Another marvel, this time in engineering craft, followed in the twin screw hopper and sand pump dredger Brancker. This vessel was built to the order of the Mersey Dock and Harbour Board, whose directors, cognisant of the coming of vessels of considerably greater dimensions, were determined in the most enterprising manner, after experiments made in cutting a channel through the Mersey bar, to further proceed with dredging operations, so that the steamers of the largest size could enter the river at any state of tide. The dredger and her pumping apparatus were of a most novel and unique type, and intended to operate on a gigantic scale. The design required careful consideration, and necessitated a long series of experiments to find the best methods of construction, The result of much patience and perseverance produced the Brancker, and the work of building her was entrusted to the Naval Construction Company. The designer of the vessel was Mr A. C. Lyster, under the direction of Mr G. Fosbery Lyster, engineer to the Board. On March 4th she left the stocks, and was subsequently handed over to the Board, who at once began operations. The dredging capacity of the vessel was simply enormous, being 4,000 tons per hour. From July, 1893, to July, 1894, no less than 3,664,850 tons were removed, and during the next twelve months to July, 1895, the suction tonnage was increased to 4,518,500. Since that time two more have been built to assist the Brancker, G. G. Crow in 1895. and the Coronation this year, the latter vessel carrying with it considerable improvements. The utility of these vessels to a port like Liverpool, with its world-wide mercantile marine ramifications cannot be over-estimated. The British and African steam Navigation Company were still to the fore in placing orders at the local yard, and three more - the Accra, Bathurst, and Balanga - took to the water on May 31st, July 15th, and October 12th respectively. May 18th saw the handsome yacht Venetia slide into Walney Channel. She was designed by Mr W. C. Story, M.I.N.A.. and built to the order of Lord Ashburton. She was one of the smartest steam yachts ever built, her length being 225 ft, and her tonnage 820, while an indicated horse power of 1,400 gave her a speed of 14 knots. The appearance of this craft was rakish to a degree, due to her graceful counter and clipper bow, and lofty masts. Notwithstanding her very fine lines, she was a capital sea boat, and her internal fittings and accommodation splendid. At the Isle of Wight, where yachts and yachtsmen mostly congregate, she was the pride and beauty of the Solent. The engineers close the list of orders for 1893 by tripling two more Clan boats, Drummond and Graham.
CLAN STEAMERS. The year 1894 was another glorious red-letter year, when the Naval Construction and Armaments Co. reached the zenith of all its fame, for on New Year's Day, the order for H.M.S. Powerful was received, of which more anon. Besides that order, other important Government work was in course of construction. The year's work began with the launch on March 22nd of the Lady Wolseley, a smart steamer for the British and Irish Steam Packet Co. Her guaranteed speed was 13 knots, but in her trials she easily accomplished 14.5 knots. Then the first of three clan boats left the slips, Clan Ross, on June 7th: Clan Campbell, August 3rd; and Clan Mackay on October 31st. Messrs T. B. Royden and Co., Liverpool, saw their large steamer Indrani launched on April 24th. This vessel was 400 ft long and 6000 tons burden: the first step, so far as local firms was concerned, towards the erection of cargo boats of excessively large dimensions. Her engine power was not increased in proportion, but while not a fast steamer she could be run most economically. To the already large fleet of Barrow built boats sailing under the flag of the British and African Co., two more, the Axim and Bakana, were added. These were 336 ft long, and tonnage 4,000. Then came the three torpedo boat destroyers, Sturgeon, Starfish, and Skate. The construction of these naval midgets required an entire departure from the usual routine in the methods of designing vessels. The difficulties the builders and engineers had to face were numerous. First of all it was necessary to combine lightness and stability of structure with excessive power of the engines necessary to attain a speed rate of 27 knots. Then the dimensions of the vessel required the greatest consideration, and set up a problem which commanded all the skill and experience of the builder and his assistants, and which could only be solved after a long series of experimental tests with models. The object, of course, of those tests was to discover the least possible resistance - that is, surface friction and wave - in the lines of the vessel without departing materially from the dimensions required by the Admiralty. The methods adopted were similar in principle to those more recently employed in designing Sir T. Lipton's racing yacht Shamrock III, and many will doubtless remember watching with the keenest interest the experiments made in Devonshire Dock by the aid of a model and steam launch. In the construction of those three destroyers the firm was very successful. On the Clyde during her official trials the Sturgeon behaved admirably, attaining a speed of 29 knots, and besides earning the distinction of travelling faster than ship ever travelled before, and she soon became known as the "BARROW FLYER." No less satisfactory were the trials of the Starfish and Skate, the latter vessel during the company's trials was seen in Irish Sea by the passengers on board the Manx Queen coming into Barrow from Douglas. The length of the destroyers was 195 ft., and their tonnage only 240. The engines were splendid specimens of engineering craft, working at 400 revolutions per minute, and developing 4,510 indicated horse power, under a steam pressure of 190lbs. The Sturgeon was launched by Mrs McColl on July 21st, 1894, the Starfish by Mrs Gowan, on January 26th, 1895, and the Skate by Lady A. Egerton on March 13th, 1895. A very unfortunate accident occurred on board the Sturgeon, which resulted in the loss of two lives, and painful injuries to other workmen engaged in the engine room. The local records now pass from the midgets to the mighty monarch of the British Navy - the Powerful. It was fittingly stated at the time that Barrow had indeed received a splendid 1894 New Year's gift from the Admiralty, and so it eventually proved. Apart from the enormous amount of work the order entailed, there was also the distinct honour of building one of the two largest war vessels in the world's navies. Naturally the people in the town and district were delighted, although in almost every other shipbuilding centre there many misgivings as to the Old Barrow firm's ability to execute the order. However, previous successes not only in mercantile work but Admiralty orders as well had largely contributed to the reputation of Barrow for high-class work, and the task of creating the great leviathan began immediately the contract had been signed.

[from Barrow Herald and Furness Advertiser - Tuesday 17 November 1903]:
PART VIII. On the launchway where such vessels as the City of Rome, Normandie, Empress of India, and Warren Hastings had been cradled, the Powerful was built. The builders were determined to leave nothing undone that could be done in order to ensure complete success of transferring her from land to water when that time arrived. Although the slips were laid on good clay foundations, extra precautions were taken, and the ground well piled in certain places where there was a suspicion of weakness. Bit by bit, the vessel grew, until the day arrived when everything was ready for the launch, That interesting event took place on July 24th [1895] amid great rejoicing. The christening ceremony was performed by her Grace the Duchess of Devonshire, and gathered around her on the platform, were gentlemen representing the United States, Japan, Canada, Italy and Holland. Mr. James Dunn represented the Admiralty, and there were others representing the commercial world far too numerous to mention. An event of such magnitude was fully recognised by not only the people of the district, but others from all parts of the country, and when the hour arrived there were thousands occupying every advantageous position. They had a fine opportunity of viewing the splendid specimen of naval architecture, and as she lay shored up by masses of timber, crouching comfortably yet very firmly in her huge cradles, she presented a most picturesque and impressive spectacle. The estimated launching weight of the cruiser was no less than 7,300 tons, and it certainly was a triumph of carpentry craft to glide so stupendous a vessel safely into the water without the slightest hitch. It must have been a source of gratification to all those officials who has a share in the responsibility to see, at last, the creation of their skill and patience riding buoyantly in the channel. At the luncheon which followed, the Duke of Devonshire announced his intention to retire from the chairmanship of the company, a position subsequently filled by Lord Harris. Sir James Ramsden was present at the function, and, unfortunately, caught a chill from which he never really recovered, and on October 13th the following year died at his residence, Abbotswood. Thus passed away the principal pioneer of the shipbuilding industry in Barrow. Towards the end of November, 1896, the Powerful passed through her final speed trials, after being subjected to the severest tests a warship ever knew. On her last trial she accomplished a speed equal to 22.5 knots per hour. Her engines developed 25,000 indicated horse power. When the huge dimensions of the vessel and her enormous tonnage (14,200) are considered, and the tremendous power required to propel the colossal craft at a high rate of speed through the water, the successful results of the trials reflect the greatest credit on all those, both managers and men, who took part in the construction of her engines. Besides building Powerful's engines, the department also completed the engines and boilers for the battleship Majestic, which vessel was built by the Government and launched on January 31st, 1895, by H.R.H. Princess Louise, who to-day launches the battleship Dominion.
Other important work at the yard consisted of two second-class cruisers, Juno and Doris. The former was launched on November 18th, 1895, by Lady Evelyn Cavendish, and the Doris on March 3rd, 1896 by the Hon. Miss Hood, daughter of Admiral Lord Hood, of Avalon. These vessels were of a class of nine designed by Sir W, H, White, K.C.B., of which there were three at the dockyard, Eclipse at Portsmouth, Minerva at Chatham. and the Talbot at Devonport. The Fairfield Co. built the Venus and Diana, and the London and Glasgow Co. built the Dido and Isis. When this tiny fleet of second-class cruisers was completed and handed over to the Government, the smartest and fastest pair were certainly the Juno and Doris, both exceeding the guaranteed speed of 19.5 knots under forced draught. In the same year another dredger, G. B. Crow, left the stocks on October 7th, and subsequently joined the Brancker in the service of the Mersey Dock Board. The London C.C. had another sludge boat, the John Burns, built, and she was released from the slips on March 9th, A unique feature of this launch was that the christening ceremony was performed by a youthful member of the masculine sex, by name John Campbell MacColl, stepson of Mr A. Adamson. On the 13th of the same month a barge constructed for the Irish Board of Works was also put into the water. Another very important launch of more than ordinary commercial interest was that of the Duke of Lancaster, for the London and North-Western and Lancashire and Yorkshire Railway Companies. She was built for the Fleetwood and Belfast service. On these local services the competition is very keen, and the all-absorbing characteristic in chief then - more so now - was speed, without impairing, in the least degree, the comfort of the passengers. In both these essentials the Duke of Lancaster was a pronounced success, so much that several orders of a similar nature were speedily forthcoming. The length of the vessel was 310 ft, tonnage 1,548, and indicated horsepower 5,600 which was guaranteed to produce a speed equal to 18.5 knots. As a matter of fact, as was the case of every vessel delivered from the Naval Construction Works, this speed was considerably exceeded. On some occasions she has steamed at the rate of 21.4 knots. Her first passage from Fleetwood to Belfast occupied 5 hours and 28 minutes, being much quicker than any previous run over the same course, and since then she has fully maintained her reputation.
The launchings of 1896 began with two more Clan boats, the Clan Menzies and the Clan Lindsey, making five new vessels in all for Cayzer, Irvine, and Co., besides others whose engines have neen altered from compound to triple expansion. The new steamers were 316 ft long, 3,800 tons burden. 2,300 h.p., and were very fine, and economical specimens of ocean liners in the cargo trade, capable of steaming 14 knots per hour. They were launched on February 1st and April 2nd respectively. A sister ship, Clan Sutherland, left the stocks on October 26th, and was christened by Lady Moyra Cavendish. The first of four 30-knot torpedo boat destroyers, the Avon, was launched on October 10th by Miss Christian Egerton, sister of Mr W. F. Egerton, one of the directors. The Avon belonged to a class of 30 or 40 destroyers built for the Admiralty, and was designed to steam 30 knots per hour. She was the first of four built at Barrow. The length of these vessels was 210 ft, and their tonnage 300. The engines indicated 6,000 h.p., developed under a boiler pressure of 240lbs.
VICKERS, SONS, AND CO. The year 1897 witnessed the beginning of the third era in the history of shipbuilding in Barrow. Late in the previous year, it had been confidently reported that another and much more important and far-reaching change in the administration of the works was about to take place, and the yard pass into the hands of Messrs Vickers, Sons, and Co., Sheffield. The vast importance of the change was not fully realised until January 7th, when additional clauses to the articles of association were suggested for the approval of Vickers' shareholders at a later date. The text of those clauses was as follows:
"To purchase or otherwise acquire, build, construct, manufacture, fit out, equip, repair, sell and deal in ships and vessels of all kinds, including ships of war, torpedo boats, submarine boats, and vessels of every description, whether intended for the purposes of war, commerce, or any other purpose, and all kinds of machinery, tackle, ship's furniture, stores, and other articles of every description required or used for the construction, equipment, furniture, or fitting out of ships or vessels of any description. To purchase or otherwise acquire, construct, manufacture, sell or deal in guns, gun carriages, machine guns, torpedoes, and all descriptions, of ordnances, armament, arms, weapons, and ammunition every kind. To carry on business as eletricians, etc. To acquire or to erect, construct, equip, maintain, and improve any workshops, factories, graving and other docks, gun testing ranges, and all other such premises and things as may be necessary or convenient for carrying out any of the objects of the company specified in any of the preceding clauses"

[from Barrow Herald and Furness Advertiser - Tuesday 24 November 1903]:
PART IX. The amalgamation of the commercial forces in Sheffield and Barrow, and the concentration of those industries involved in the complete equipment of war vessels of every description were important and economical steps, in so far as Messrs Vickers, Sons, and Co., Ltd., would be able to turn out a complete and fully equipped warship from their own works, and thereby dispense with all intermediate profits. The total cost of the turnover was £430,000, which included land, workshops, and plant, but it was not until the end of June that the works finally came under the complete control of the firm. The enterprise of the Vickers' Co. did not end at Barrow, however. The next acquisition to their already extensive concern was the Maxim Works at Erith. Other smaller yet necessary businesses were absorbed, until the company became the most powerful of private contractors in warship building and manufacture in the country. During that transitory period which witnessed the passing of the Barrow Shipbuilding Co. and their leaseholders the Naval Construction and Armaments Co., and the coming of Vickers, Sons, and Maxim, Lid., work at the yard steadily proceeded on the Niobe, Duchess of Devonshire, and other vessels in course of construction. The Niobe, first-class cruiser, was liberated from her land berth on February 20th [1897], and christened by Lady Harris, wife of Lord Harris, chairman of the Naval Construction and Armaments Co. The launching weight of the cruiser was 7,000 tons, and to show how signally successful was the task of putting her into the water, from the moment Lady Harris cut the ribbon and liberated the vessel, less than a minute elapsed before she was riding buoyantly in the channel. The length of the vessel was 463 ft, and her tonnage was 11,000. The power of her engines indicated 16,500 h.p. working under a boiler pressure of 300 lbs. During the last few months the great cruiser has been back to the home of her creation undergoing extensive refitting and repairs. The Bittern, another 30-knot destroyer, was launched on February 1st. The Duchess of Devonshire, for the Barrow Steam Navigation Co., left the stocks on January 21st, christened by her Grace the Duchess of Devonshire, who not only sanctioned the bestowal of her name upon the vessel, but at great personal inconvenience came to Barrow to perform the launching ceremony. Her Grace was presented with a beautiful model of the ship as a souvenir. The vessel is so well known and so often seen that it is scarcely necessary to give any particulars about her. She is undoubtedly still the finest vessel in any of the local services. Her length is 300 ft long, 1300 tonnage, steams 19 knots, carries 1,250 passengers, trades between Barrow and Isle of Man in summer, and Barrow and Belfast in winter, in the passenger, cargo, and cattle trade. During her trials on the Clyde she behaved splendidly, and accomplished over 19 knots against a strong wind. Her engines are capable of developing 5,000 indicated horse power. The first of two sister ships, twin screw, for the Great Western Railway Co. was launched and christened Roebuck, on March 6th, by Mrs T. Annan Bryce, wife of one of the company's directors. These vessels - the Reindeer left the stocks on March 1st without any ceremony - were 230 ft long, 1,300 tons burden, and the power of their engines indicated 5,510 h.p; which developed a speed of 20 knots. The Roebuck on her trials accomplished a speed of 20.5 knots, and on her first run from Weymouth to Jersey, which were the sailing ports of these vessels, she ran the course in 3 hours 20 minutes, and arrived ten minutes before her appointed time. They were magnificent boats. Three more Clan boats, the McKenzie, McGregor, and Buchanan, occupied the attention of the engineers for some time in converting the compound engines into triple expansion, and also replacing the boilers with new ones. On July 7th in the same year the labours of the shipwrights were completed on the Joseph Thompson, a barge built for the Manchester Canal Co for service in the Ship Canal. The vessel was an exact duplicate of the six similar vessels constructed for London County Council. She was 234 long, and capable of conveying 1,000 tons of sludge out to sea at a rate of 10.5 knots per hour. A sister ship to the Duke of Lancaster was the next addition to the firm's output, and the Duke of Cornwall proved equally as good and in some respects better than the older vessel. The dimensions were practically the same, and the speed attained was 19.5 knots.
The year 1898 was not so productive as the preceding year. There were only three mercantile marine boats brought to a preliminary state of completion in respect to the shipbuilding department. The Anglia, a cable boat, constructed to the order of the Telegraph Construction and Maintenance Co., was liberated from her birth on June 26th. The duties of this craft are clearly shown in her dimensions. She was 440 ft long, 8,000 tons burden, and the strength of her engines indicated 7,000 h.p. The Clan Ferguson, launched on October 4th by Mrs Strongitharm, was the first of two sister ships - the other, the Clan Cumming, did not leave the stocks until January 26th in the following year - of quite a new and original design, known as the turret ship. After Mrs Strongitharm had liberated the vessel, and it had reached the water, it resembled nothing better than a huge water bottle when viewed from fore and aft. The advantage of this class of steamers is the enormous carrying capacity. They were 400 ft long, and tonnage 7,250. The last of the three vessels under construction was another beautiful yacht, Jeanette, for Mr Platt, Barnby Manor, Newark. Besides the transferring of these orders from the shipwright to the engineer, the work of launching the Amphitrite was also undertaken. The christening ceremony was gracefully performed by Mrs T. E. Vickers on July 5th. The anxious moments associated with great events like the launching of a first-class cruiser were dispelled the instant Mrs Vickers cut the ribbon, and the liberated monster glided majestically into its natural element. It was then that the chairman of the company, his wife, and all those assembled on the launching platform witnessed in the brief space of fifty seconds one of the most successful launches ever accomplished. The cruiser's length exceeded 460 ft, her tonnage was 11,000. and the 20,000 h.p. of her engines enabled her to steam 20 knots.
PERIOD OF GREATER ACTIVITY. The year 1899 was a period of greater activity. Two sister ships were built for the British and West African Co., and christened Sokoto and Bornu on February 25th and May 5th respectively. Then another splendid steamer for the Pacific Steam Navigation Co. was constructed and handed over to the engineers on July 10th. The name of the vessel was Ortona. her length being 500 ft, tonnage 7,600. and her horse power 8,000. Sir W. H. Wills, the great tobacco manufacturer had favoured the yard with an order for a yacht 168 ft in length, designed by Mr St. Clare Byrne, whose wife had the privilege of giving the name Sabrina to the craft on February 11th. The engine power of this vessel was 850 h.p.
However, the greatest interest was centred in the launch of the first battleship built at Barrow. The work on her commenced on August 23rd, 1897, so that the construction of the Vengeance may also be said to be the first Government order executed and completed throughout by Messrs Vickers, Sons, and Maxim, The important duties of performing the christening ceremony were on that occasion undertaken by Mrs A Vickers, and once more proved remarkably successful, for Barrow's first battleship slided steadily down the broad slipways and floated splendidly on the tide. In proportion to other first line of battleships, there is not much difference in dimensions, the length of the Vengeance being 395 ft, her tonnage 12,950. The indicated horse power of her two engines produced 18.25 knots. .... 1900 on






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