The weldless stern-frames, rudders, and stems, as patented by Messrs Cooke & Mylchreest, Liverpool, and manufactured for them by the Steel Company of Scotland, Messrs Jessop & Sons, Sheffield, and Messrs John Spencer & Sons, Newcastle, have various advantageous features which may be noticed somewhat fully. One of these is the casting of flanges on the stern-posts, for attaching the shell plates to; by which arrangement much of the difficult and costly work in the riveting and fitting of the shell plates at these parts is done away with, while a considerable increase of strength is obtained. The solid rudder is a great improvement on the built rudder as usually fitted; the entire absence of rivets being an important desideratum. The rivets connecting the rudder-plates to the frame-forging are frequently a source of trouble and annoyance, through their being loosened by the constant vibration of the rudder, and the shocks it often receives. The heads of the rivets not unfrequently drop off, and the rivets themselves sometimes fall completely out. All this, of course, is entirely obviated in the solid rudder. By Messrs Cooke & Mylchreest’s improved method of fitting the rudder—a device which is only applicable in a casting—pintles are wholly dispensed with, and in their place a much stronger joint is substituted, with a considerably increased wearing surface. The rudder is also jointed at the top of the blade, by means of strong flanges bolted together; an obvious advantage of this arrangement being that it can be readily unshipped, even when afloat. In addition to the stern-frames, stems, and rudders, there are, also being supplied, keels, garboard strakes, and centre keelsons in long lengths. It is claimed for these that as the keel, garboard strake, keelson, and brackets for connecting the floors, are all made in one piece, they are much stronger than as ordinarily constructed, and that a considerable saving in both labour and rivets is effected. As there are no angle irons to contend with, the limber-holes may be made close to the bottom plating, and a much thinner layer of cement will, consequently, be needed on the bottom; the saving in this respect, according to the patentees’ calculation, being 50 tons in a 2,000-ton vessel.