Volume Two - The Era of Optimism, Investment & Development - The gridiron and slipway of the Penarth Shipbuilding & Ship Repairing Co. . . .

Instead of employing one cradle, two are used, constructed in such a manner that a vessel having been hauled up to a certain point upon the main cradle, can be transferred to the auxiliary one, the main cradle being thereby set free to receive a second vessel.

With this object in view the main rails of the slipway are constructed in the ordinary manner, and at the ordinary inclination, but of such additional length as may be required for the working of the auxiliary cradle. Alongside the upper portion of the main rails, and parallel with them, is placed a second set of ways upon which the auxiliary cradle travels.

The slope of these rails is greater than that of the main ways, in order that when a vessel has been hauled up until it is over the auxiliary cradle, and new bilge-blocks have been fitted, the heaving up of the two cradles simultaneously may cause the vessel to be gradually lifted up by the auxiliary cradle from the increased inclination of its rails, so leaving the main cradle free to be lowered down the ways for receiving a second vessel, after the transverse arms have been swung round into a longitudinal position.

When the ship is to be launched, the main cradle, with its arms swung round and resting on the side ribs, is hauled up under the vessel, the arms are then put into position and the bilge-blocks run in, and the main and auxiliary cradles simultaneously lowered down the ways.

The greater slope of the rails of the auxiliary cradle causes the vessel gradually to approach and seat itself on the resting blocks of the main cradle, and the bilge blocks on the auxiliary cradle being removed, the vessel, now supported entirely by the main cradle, is run down the ways and launched.'

Even with the advantages of the patent slipway design of 1883 the need for new facilities with larger capacity and ease and convenience of operation was clear, hence, the decision in 1908 to purchase a floating dock or pontoon and in a location where tide and mud influences were negated.

Information regarding the financial effects of this lack of modern facilities and changes in shipping is largely unavailable so I take the liberty of jumping forward to the accounts of the Penarth Ship Building & Ship Repairing Company, Limited some years later in order to obtain an appreciation of the financial performance of the company during the years 1905 and 1906.