126 SECTIONAL ADDRESSES. 
shallow-draught vessels fitted with side wheels, stern wheels, tunnel 
screws, vane wheels, or even air screws; meat-carriers, and cable-laying 
steamers. ? 
Nor have I touched on the design and development of vessels to 
navigate in the air or under the sea. In the opinion of many the former 
are bound to take the place of certain types of ordinary sea-going vessels ; 
the latter, I think, will always be confined to warfare. There is then no 
lack of opportunity for the skill of the naval architect and the marine 
engineer in the further development of ‘ specialities,’ many of which 
have had their inception during the last fifty years. 
For the present there is not, I believe, much designing of the monster 
North Atlantic ferry-boat, which by Mr. King’s paper should by now have 
attained a length of over 1000 ft.; vessels of 5-600 ft. are the most 
frequently built now, with plenty of passenger accommodation, a fair 
proportion of paying dead-weight, and a speed which is moderate for their 
length. 
I have hardly referred at all to the tremendous changes which have taken 
place in the Royal Navy;; that in itself would take more time than I have at 
my disposal. In main engines, however, the lines of development have been 
much the same as in the mercantile marine, while in the vessels themselves 
their purpose is so different that no comparisons can be drawn. But their 
design has not been without its influence on the merchant-ship m many 
details, and there are several directions in which the work at the Admiralty 
has has a commanding influence on naval architecture in this country. 
The important paper we are having from the two chief technical officers 
at Whitehall will show what I mean. 
Education —Until the founding of the John Elder Chair of Naval 
Architecture and Marine Engineering at Glasgow University, the technical 
education available to apprentices in private works was provided practi- 
cally entirely by evening classes under the South Kensington Science and 
Art Department.. Many of those men who for at least a generation were 
responsible for the great strides made in the technical efficiency of the 
twin industries received their professional education at these classes. 
These classes are still doing good work. For generations the Royal 
Dockyards have taken care of the technical instruction of their appren- 
tices, and schools for their instruction were, and are, at work in every 
Dockyard, and of these you will hear ; I can only stop to note the founda- 
tion of the Royal School of Naval Architecture and Marine Engineering 
at South Kensington. The best students from each Dockyard were sent 
there for the first time in 1864, to receive a training in higher science and 
mathematics of a severity unmatched in any college, and the first year 
there were eight marine engineers and eight naval architects. The latter 
group I knew best—John, Gowings, Elgar, White, Ragge, Fitze, Deadman, 
Bone. Early in this year Mr. Deadman, the last survivor of that brilliant 
eight, passed away. Some of the others died young, but, of those who 
survived, who can forget the brilliant work done by John at Lloyd’s 
Registry, by Elgar at Glasgow University as the first Professor of Naval 
Architecture in the John Elder Chair, or by Sir William White, whether 
at the Admiralty as D.N.C. or at Armstrong’s in Newcastle as designer ? 
From 1879 to 1882 I had the honour of being one of his students at the 
