<►, ^%^.. IMAGE EVALUATION TEST TARGET (MT-3) 1.0 I.I 11.25 IttIM 125 ■tt l&i 122 2f 136 ■■i ■ 4.0 ■IMU U 11.6 Hiotographic Sciences Carporation ^^^ -^^ <^ 1^ -^v^\ as WIST MAIN STRfiT WIBSTIt.N.Y. MStO (7I«)«72-4S03 ■^ CIHM/ICMH Microfiche Series. CIHIVi/iCMH Collection de microfiches. Canadian Institute for Historical Microroproductions / Institut Canadian da microraproductions historiquM Tachnieal and Blblioflraphic Not«a/Not«« tachniquM M bibliographiqifM Th« Imtitut* hM atMinptsd to obtain ttia boat original copy availalMo for fHming. Foaturoa of this eofiy «vliicli may bo bibiiograpMcaNy unlquo, which may altar any of tha imagaa in tha raproduetion, or which may aigniflcantiy ehanga tha uauai mathod of filming, ara cliackad ImIow. 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This item is filmed at the reduction ratio checked below/ Co document eat filmA au taux de rMuction indiqui ci-deaaoua. 10X 14X 18X 22X 26X 30X y/ 3 12X 16X aox 24X 28X 32X Th* copy fHiiMd hw has bMn niprodue«d thankt to tiM o*n«ro«lty of: Library of tho Public Archivot of Canada L'axamplaira fHmi f ut mproduK grioa A la fl4n«roalt« da: U biMiotMqua daa Arehhraa puMlquaa du Canada quality laglbNIty tha Tha imagaa appaaring hara ara ttia poaaibia conaMarlng tha condition of tha original copy and In kaaplna filming contract apacificatlona. Original copiaa In printad papar covart ara filmad baginning wKh tha front cover and anding on tha last paga with a printad or lliuatratad impraa- •ion, or tha bacic covar whan approprlata. AH othar original copiaa ara filmad baginning on tha first paga with a printad or lliuatratad impraa- slon, and anding on tha iaat paga with a printad or lliuatratad Impraaslon. Laa Imagaa auivantaa ont 4t4 raproduitaa avac la plua grand aoln, eompta tanu da la condition at da la nattat* da ranampiaira film*, at an conformit* avac laa condMona du contrat da fllmaga. Laa aiiamplairaa orlginaux dont la couvartura an papiar aat ImprimAa aont fiimAa mt comman^nt par la pramiar plat at an tarminant aoit par la darnlAra paga qui comporta una amprainta d'impraaaion ou d'lNuatration. aoit par la sacond plat, salon la cat. Toua las autraa axampiairas orlginaux aont f ilmia an commandant par la pramMra paga qui comporta una amprainta d'impraaaion ou d'llluatration at an tarminant par la damMra paga qui comporta una talla amprainta. Tha iaat racordad frama on aach microflcha ahali contain tha symbol — ^ (moaning "CON- TINUED"), or tha aymbol Y (moaning "END"), whichavar applias. Un das symbolas suKrants apparaltra sur ia darnlAra imaga da chaqua microfiche, salon la cas: la symboia -^ aignifia "A SUIVRE", la symbols ▼ signifis "FIN". Maps, piatas, charts, ate. may ba filmad at diffarant reduction ratios. Thosa too iarga to ba entirely included in one exposure ara filmed beginning in the upper left hand corner, left to right and top to bottom, as many framea aa required. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent Atre filmAs A dee taux da rAduction diff Arents. Lorsque le document est trop grand pour Atre reproduit en un soul cllchA, 11 est filmA A pertir de Tangle aupAriaur gauche, do gauche A drolte, et de haut en has, en prenant le nombre d'images nAcessaire. Las diagrammes suivants iilustrent ia mAthode. 1 2 3 1 2 3 4 5 6 I C:^A^/i^i / t / tO./^/ /^"-^^^j^^ y^ •* ♦,.» ^^ /./ ATLANTIC TELEGEAPH CABLE. 'I ;* ADDRESS i l\. OF '■f.-.i, PROFESSOR AVILLIAI T )) DELIVERED BEFORE THE EOYAL SOCIETY OF EDINBUEGF. .December ISthj 1865. WITH OTHER DOCUMENTS. LONDON: PRINTED BY WILLIAM BROWN AND CO., 40 AND 41, OLD BROAD STRKET. 186(5. f:'y I9'U 9 I INDEX TO DOCUMENTS WITH PROFESSOR THOMSON'S ADDRESS. (A.) Certificate of what has been proved by the Atlantic Telegraph Expeditiona of 1868 and 1865. (B.) Certificate from the Prospeotus of Anglo-American Telegraph Company, Limited. (C.) Estimated Revenue from 1 Cable between Ireland and Newfoundland. (P.) Ditto do. 2 Cables do. &Bk ^ ' (E.) Extract ftom Letter of Mr. C. F. Varley to the Obaerrer. (F.) Letter from C. F. Varle/, Esq., about the tariff through the Atlantic Cable. (Q.) Letter from Captain Bolton in regard to code for long Submarine lines. (H.) Mr. Willoughby Smith's new system of testing a Submarine Cable electrically during its submersion. (I.) List of Voyages by Steamers crossing the North Atlantic yearly. (J.) Directors and Officers of the New York, Newfoundland and London Telegraph Company. (K.) (L.) (M.) (N.) Ditto ditto of the Atlantic Telegraph Company, Ditto ditto of the Telegraph Construction and Maintenance Company, Limited. Ditto ditto of the Great Eastern Steam Ship Co., Limited. Ditto ditto of the Anglo-American Tolegi-apli Company, Limited. (0.) List of Submarine Telegraph Cables now in succefsfiil working ortler. (P.) Comparative Statement of Atlantic Cables of 1868, 1863, 18G6. \ d !if-.:,^'i::^'.':.:i.i-e#"'''«'..^.',\' PROCEEDINGS OF THK \ ROYAL SOCIETY OF EDINBUBGH. Monday J December 18M, 1865. Sir DAVID BREWSTER, President, in the Chair. At the request of the Council, Professor William Thomson, LL.D., of Glasgow, delivered the following Address on the Forces concerned in the Laying and Lifting of Deep-sea Cables, Th£ forces oouoerned in the laying and lifting of deep submarine cables attracted much public attention in the years 1857-58. An experimental trip to the Bay of Biscay in May, 1858, proved the possibility, not only of safely laying such a rope as the old Atlantic cable in very deep water, b\it of lifting it from the bottom without fractiire. The speaker had witnessed the almost incredible feat of lifting up a considerable length of that slight and seemingly fiagile thread from a depth of nearly 2^ nautical miles.* The cable had actually brought with it safely to the surface, from the bottom, a splice with a large weighted frame attached to it, to prevent untwisting between the two ships, from which two portions of cable with opposite twists had been laid. The actual laying of the cable a few months later, from mid ocean to Valentia on or.e side, and Trinity Bay, Newfoundland, on the other, regarded * Thronghont tho following Htatements, the word mile will be used to denote (not that most meaningless of modern measures, the British statute mile) but the nautical mile, or the length of a minute of latitude, in mean latitudes, which in electric cable reckoning is taken as 6,073 feet. For approximate statements, rough estimates, &c., it may be taken as 6,000 feet, or 1,000 fathoms. merely as a mechanical achievement, took by Barprise some of the most cele- brated engineers of the day, who had not concealed their opinion, that the Atlantic Telegraph Company hod undertaken an impossible problem. As a mechanical achievement it was completely successful ; and the electric failure, after several hundred messages (comprising upwards of 4,359 words) had been transmitted between Valentia and Newfoundland, was owing to electric faults existing in the cable before it went to sea. Such faults cannot escape detection, in the course of the manufoctiue, under the improved electric testing since brought into practice, and the causes which led to the failure of the first Atlantic cable no longer exist as dangers in submarine telegraphic enterprise. But the possibility of damage being done to the insulation of the electric conductor before it leaves the ship (illustrated by the occurrences which led to the tem- porary loss of the 1865 cable), implies a danger which can only be thoroughly guarded against by being ready at any moment to back the ship and check the egress of the cable, and to hold on for some time, or to haul back some length according to the results of electric testing. The forces concerned in these operations, and the mechanical arrangements by which they are applied and directed, constitute one chief part of the present address ; the remainder is devoted to explanations as to the problem of lifting the west end of the 1,200 miles of cable laid hiHt summer, from Yalentia west- wards, and now lying in perfect electric condition (in the very safest place in which a submarine cable can be kept), and ready to do its work, as soon as it is connected with Newfoundland, by the 600 miles requii-cd to complete the line. ^ I, . . Forces concerned in the Submergence of a Cable. In a paper published in the *' Engineer" Journal in 1857, the speaker had given the differential equations of the catenary formed by a submarine cable between the ship and the bottom, during the submergence, under the influence of gravity and fluid friction and pressure ; and he had pointed out that the curve becomes a straight line in the case of no tension at the bottom. As this is always the case in deep sea cable laying, he made no further reference to the general problem in the present address. When a cable is laid at uniform speed, ou a level bottom, quite straight, but without tension, it forms an inclined straight line, from the point where it enters the water, to the bottom, and each point of it clearly moves uniformly in a straight line towards the position on the bottom that it ultimately occupies.* That is to say, each particle of the cable moves uniformly along the base of an isosceles triangle, of which the two equal sides axe the inclined portion of the I * Freciaely the moTement of a battalion in line changing front i cable between it and the bott4>ni, and the line along the bottom which this portion of the cable covers when laid. When the cable is paid out from the ship at a rate exceeding that of the shiit's progress, the velocity and direction of the motion of any particle of it through the water arc to be found by compounding a velocity along the inclined side, equal to this excess, with the velocity already determined, along the base of the isosrcloH triangle. The angle between the equal sidts of the isosceles triangle, that is to say, the inclination which the cable takes in the water, is determined by the condition, that the transverse component of the cable's weight in water is equal to the transverse component of the resistance of the water to its motion. Its tension where it enters the water is equal to the longitudinal component of the weight (or, which is the same, the whole weight of a length of cable hanging vertically down to the bottom), diminished by the longitudinal component of the fluid resistance. In the laying of the Atlantic cable, when the depth was two miles, the rate of the ship 8i.x miles an hour, and the rate of paying out of the cable seven miles an hour, the resistance to the egress of the cable, accurately mea- sured by a dynamometer, was only 14 cwt. IJut it must have been as much as 28 cwt., or the weight of two miles of the cable hauging vertically down in water, were it not for the frictional resistonce of the water against the cable slipping, 08 it were, down an inclined plane from the ship to the bottom, which therefore must have borne the difference, or 14 cwt. Accurate observations are wanting as to the angle at which the cable entered the water ; but from mea- surements of angles at the stem of the ship, and a dynamical estimate (from the measured strain) of what the curvature must have been between the ship and the water, I find that its inclination in the water, when the ship's speed was nearly 6^ miles per hour, must have been about fij", that is to say, the incline was about 1 in SJ. Thus the length of cable, from the ship to the bottom, when the water was two miles deep, must have been about 17 miles. The whole amount (14 cwt.) of fluid resistance to the motion of this length of cable through it is therefore about "81 of a cwt. per mile. The lonjjitudinal component velocity of the cable through the water, to which thir v 'distance was due, may be taken, with but very small error, as simply the excesa •! the speed of paying out above the speed of the ship, or about one mile an hour. Hence, to haul up a piece of the cable vertically tiirough the water, at the rate of one mile an hour, would require less than 1 cwt. for overcoming fluid friction, per mile length of the cable, over and above its weight in water. Thus fluid friction, which for the laying of a cable performs so valuable a part in easing the strain with which it is paid out, oftcrs no serious obstruction, indeed, scarcely any sensible obstruction, to the reverse process of hauling back, if done at only one mile an hour, or any slower spocd. As to the transverse component of the fluid friction, it is to be remarked that. although not directly owisting to reduce thu egress ittrain, it indirectly contri- butes to this result ; for it is the tran8vcr»e friction that causes the gentleness uf the slope, giving the sufficient length of 17 miloH of cable slipping down through the wotcr, on v'hich the longitudinal friction operates, to reduce the egress strain to the very safe limit found in the recent expedition. In cHtimating its amount, even if the slope were as much us 1 in 5, we should commit ouly on insignificant error, if wo supposed it to be simply equal to the weight of the cable in water, or about 14 owt. per mile for the 1866 Atlantic cable. The transverse com- ponent velocity to which this is duo may be estimated with but insigniticant error, by taking it as the velocity of a body moving directly to the bottom in the time occupied in laying a length of cubic equal to the 17 miles of oblique line from the ship to the bottom. Therefore, it must have been from 2 miles in 174- 6J s=2'6l hours, or '8 of a mile per hour. It is not probable that the actual motion of the cable lengthwise through the water can afiect this result much. Thus, the velocity of settling of a hoiizoulol piece of the cable (or velo- city of sinking through tho water, with weight just borne by lliud friction) would ap^icur to be about '8 of a mile per hour. Tliis may be contrasted with longitudinal friction by reinemberin)^ that, according to the previous result, a longitudinal motion through the water at tho rate of one mile jwr hour is resisted by only l-17th of the weight of the portion of cable so moving. These conclusions justify remarkably tho choice that was made of materials and dimensions for tho 1865 cable. A more compact cable (one lor instance with less gutta percha, less or no tow roimd the iron wires, and somewhat more iron), even if of equal streugtli nud equal weight per mile in water, would have experienced less transverse resistance to motion through the water, and therefore would have run down a much steeper slope to the bottom. Thus, even with the same longitudinal friction per mile, it would have been less resisted on the shorter length ; but even on the some length it would have experienced much less longitudinal friction, because of its smaller circumference. Also, it is im- portant to remark that the roughness of the o\iter toAV covering undoubtedly did very much to case the egress strain, as it must have increased the fluid friction greatly beyond what would have acted on a smooth gutta percha surface, or even on the surface of smooth iron wires, presented by the more common form of submarine cables. The speaker showed models illustrating the paying-out machines used on the Atlantic expeditions of 1858 and 1865. He stu.ed that nothing could well be imagined more perfect than the action of tho machine of 1865 in paying out the 1,200 miles of cable then laid, and that if it were only to ba ased ior paying outy no change either in general plan or in detail seemed desirable, except the substitution of a softer material for the "jockey pulleys," by which the cable in entering the machine l j small amount of resistance applied to it which ,. if i it requires to kocp it from Hlipping round the main drum. The rate of egrMs of tho cable wan kept alwayn under perfect control by n weighted friction brake of Appold'ii conrtruotion (which had proved its good quality in the 1859 Atlantic expedition) appli d to a Hccond drum carried on the same nhaft with the main drum. When tlia weight* were removed from tho brake (which could be done almost instantaneously by means of a simple mechanism), tho resistance to tho egress of the cable, produced by "jockey pulleys," and the friction at tho bear- ings of the shaft carrying tho miiia dnim, &o., was about 2 J cwt. "'"^ w Procedure to repair the Cahk in case of the appearance of an eketrie fauH during the layiny. In the event of a fault being indicated by the electric test at any time during the paying out (as proved by the recent experience), the safe and proper course to bo followed in future, if tho cable is of the same construction as the present Atlantic cable, is instantly, ou order given from an authorised officer in the electric room, to stop and reverse the ship's engines, and to put on the greatest safe weight on tho paying-out brake. Thus in the course of a very short time the egress of tho cable may bo stopped, and, if the weather is moderate, the ship may be kept, by proper use of paddles, screw, and rudder, nearly enough in the proper position for hours to allow the cable to hang down almost vertically, with little more strain than the weight of tho length of it between the ship and the bottom. The best electric testing that has been practised, or even planned, cannot show within a mile the position of a fault consisting of a slight loss of insulation, imless both ends of the cable are at hand. Whatever its character may be, unless the electric tests demonstrate its position to be remote from the outgoing part, the only thing that can be done to find whether it is just on board or just over- board, is to cut the cable as near the outgoing part as the mechanical circum- stances allow to bo safely done. The electric test immediately transferred to the fresh- cut seaward end shows instantly if the electiic line is perfect between it and the shore. A few niinulf s more, and the electric tests applied to the two ends of the remainder on booi-d^ will, in skilful bands, with a proper plan of working, show very closely the position of the fault, whatever its character may he. The engineers will thus immediately be able to make proper arrangements for re-splicing and paying out good cable, and for cutting out the fault from the bad port. But if the fault is between the laud end and tho fresh-cut seaward end on board ship, proper simultaneous electric tests on board ship and on shore (not hitherto practised, but easy and sure if properly planned) must be used to dis- cover whether the faidt lies so near the ship that the right thing is to haul bacK ^^'if&tfl^^^ the oabls until it in ^t on hoard. If it in bo, then ntcam poirer mail bo applied to revene tho paying-out maohini>, and, by careful watching of tho dynamo- meter, and contn>Uing tho power uocnnlingly (hauling in slowly, stopping, or ▼eoring out a little, but n«'ver letting the dynomometrr go obove 60 or M cwt.), tho cable (which can bear 7 tons) will not brcuk, and tho fault will bo got on board more surely, and posnibly sooner, than a " sulky " salmon of 30 lbs. can be landed by an oxpc-rt, angler with a lino and rod that could not bear 10 lbs. Tho speaker remarked that ho was entitled to make such assertions with con- fldoneo now, because tho experience of the late expedition had not only verified tho estimates of tho soicntitic committee, and of tho contracturs, os to the strength of the cable, its weight in water (whether deep or shallow), and its mechanical manageability, but it had proved that in moderate weather the " Great Eostcm " could, by skilful seamanship, be kept in position and moved in the manner required. She had actually been so for thirty-eight hours, and eighteen hours during the oi)oration8 involved in tho hauling back and cutting out the first and ■eoond faults, and re-uniting tho cable, and during seven hours of hauling in, in the attempt to repair the third fault. Should the simultaneous electric testing on board and on shore prove the fault to bo fiO or 100 or more miles from the ship, it would depend on the character of tho fault, tho season of tho year, and tho means and appliances on board, whether it would be better to complete tho line, and afterwards, if necessary, cut out the fault and repair, or to go back at once and cut out the fault before attempting to complete the line. Even the worst of these contin- gencies would not be fatal to tho undertaking with such a cable as the present one But all experience of cable-laying shows that almost certainly the fault would either bo found on board, or but a very short distance overboard, and would be reached and out out with scarcely any risk, if really prompt measures, as abovo dosoribcd, aro taken at tho instant of the appearance of a fault, to stop as soon as possible with safety the further egress of the cable. The most striking part of the Atlantic undertaking proposed for 1866, is that by which the 1,200 miles of excellent cable laid in 1805 is to be utilised by completing the line to Newfoundland. That a cable Ijing on the bottom in water two miles deep can be caught by a grapnel and raised several hundred fathoms above tho bottom, was amply proved by the nine days' work which followed tho breakage of the cable on the 2nd of August last. Three times out of four that the grapnel was let down, it caught the cable on each occasion after a few hours of dragging, and with only 300 or 400 fathoms more of rope than the 2,100 required to reach the bottom by the shortest course. Tho time when the grapnel did not hook the cable it came up with one of its flukes caught round by its chain ; and the grapnel, the short length of chain next it, and about 200 fathoms of the wire rope, were proved ,i ity hare been dragged along the bottom, by being found, when brought on board, to have the int«nttioot tilled with soft light gray ooze (of which the ■peoker showed a ipetnmcn to tho Uoyal Society). ThcHe roiiultB are quite in acconlanoo with tho dynamical theory indicatoi)c down to the bottom at an angle from tho vertical of only 20* ; and the much heavier nnd denser wiro-ropc that was used for the grappling would go down at the same angle with a considerably more rapid motion of the ship, or at a still steeper slope with the name rato of motion of the ship. Tho only r(>maining question is : How is the cable to bo brotight to tho surface when hooked ? The operations of last August failed from tho available rope, tackle, and hauling machine not being strong enough for this very unexpected work. On no occasion was the electric cable broken.* With strong enough tackle, and a hauling machine, both strong enough, and under perfect control, the lifting of a submarine cable, as good in mechanical quality as the Atlantic cable of 1865, by a grapnel or grapnels, from tho bottom at a dupth of two miles, is certainly practicable. If one attempt fails another will succeed ; and there is every reason, from dynamics as well as from the 1865 experience, to believe that in any moderate weather the foat is to be accomplished with little delay, and with very few if any failing attempts. The several plans of proceeding that have been proposed arc of two classes— those in which, by three or more ships, it is proposed to bring a point of the cable to the surface without breaking it at all ; and those in which it is to be out or broken, and a point of the cable somewhat eastward from the break is to be brought to the surface. With reference to either class, it is to be remarked that, by lifting simul- taneously by several grapnels so constructed as to hold tho cable without slipping along it or cutting it, it is possible to bring a point of the cable to the surface without subjecting it to any strain amounting to tho weight of a lengtli ')f cable equal to the depth of the water. But so many simultaneous grapplings by ships crossing the line of cable at considerable distances from one another would be required, that this possibility is scarcely to be reckoned on practically, without • Tlie strongest ropo available was a quantity of rope of Iron wire and hemp spun together, able to bear 14 tons, which was prepared merely as huoy-rope (to provide for the contingency of being obliged, by stress cS weather or other cause, to cut and leave the cable In deep or shallow water), and was accordingly all In 100 fathom lengths, joined by shackles with swivels. The wire-*%pe itself never broke, but on two of the three occasions a swivel gave way. On the last occasion about 900 fathoms of Manilla rope had to be used for tho upper part, there not being enough of the wire buoy-rope left ; and when 700 fathoms of it had been got in, it broke on board beside a shackle, and the remaining 300 fathoms of the Manilla, with 1,M0 fathoms of wire-rope and the grapnel, and the electric cable which It had hooked, were all lost for the year 186S. 10 cutting or breaking the cable at a point westward of the points raised by the grapnels. On the other hand, with but three ships the cable might, no doubt, be brought to the surface at any point along the line, without cutting it, and without subjecting it at any point to much mori. strain than the weight corre- sponding to the vertical depth, as is easily seen when it is considered that the cable was kid generally with from 10 to 15 per oeut. of slack. And if the cable is cut at some point not far westward of the westernmost of the grapnels, there con be no doubt but it could be lifted with great case by three grapnels hauled up simultaneously by three ships. The catenaries concerned in these operations were illustrated by a chain with 15 \kt cent, of slack hauled up simultoncously at three points. The plan which seems to the sjwakcr siu'est and simplest is to cut the cable at any chosen point, far enough eastward of the present broken end to be clear of entanglement of lost buoy-rope, grapnels, and the loose end of the electric cable itself; and then, or as soon as possible after, to grapple and lift at a point about three miles farther eastward. This could be well and safely done by two ships, one of them with a cutting grapnel, and the other (the " Great Eastern " herself) with a holding grapnel. The latter, on hooking, should haul up cau- tiously, never going beyond a safe strain, as shown by the dynamometer. The other, when assured that the "Great Eastern" has the cable, should haul up, at firet cautiously, but ultimately, Avhen the cable is got well ott' the bottom by the •* Great Eastern," the western ship should move slowly eastwards, and haul up with force enough to cut or break the cable. This leaves three miles of free cable on the western side of the *' Great Eastern's" grapnel, which will yield freely eastwards (even if partly lying along the bottom at first), and allow the " Great Eastern " to haul up and work slowly eastwards, so as to keep its grap- pling rope, and therefore ultimately the portions of electi-ic cable hanging do^vn on the two sides of its grapnel, as nearly vertical as is necessary to make sure work of getting the cable on board. This plan was illustrated by lifting, by aid of two gi-apnels, a very fragile chain (a common brass chain in short lengths, joined by links of fine cotton thread) from the floor of the Royal Societj'. It was also pointed out that it can be executed by one ship alone, with only a little delay, but with scarcely any risk of failure. Thus, by first hooking the cable by a holding grapnel, and hauling it txp 200 or 300 fathoms from the bottom, it may be left there hanging by the grapnel-rope on a buoy, while the ship proceeds three miles westwards, cuts the cable there, and returns to the buoy. Then it is an easy matter, in any moderate weather, to haul up safely and get the cable on board. The use of the dynamometer in dredging was explained; and the forces operating on the ship, the conditions of weather, and the means of keeping the ship in proper position during the process of slowly hauling in a cable, even if it 1^- i 1 11 tf were of strength quite insuflScient to act when nearly vertical with any senfiihle force on the ship, were dLsca8»ed at some length. The manageability of tlie " Oreat Eastern," in skilful hands, had been proved to be verj' much better than could have been expected, and to be sufficient for the requirements in moderate weather. She has both screw and paddles— an advantage possessed by no other steamer in existence. By driving the screw at full power ahead, and backing the paddles, to prevent the ship from moving ahead, or (should the screw overpoAver the paddles), by driving the paddles full power astern, and driving at the same time the screw ahead with power enough to prevent the ship from going astern, *' steerage way" is created by the lash of water from the screw against the rudder ; and thus the " Great Eastern " may be efiectually steered without going ahead. Thus she is, in calm or moderate weather, almost as manageable as a small tug steamer, vrith reversing paddles, or as a rowing boat. She can be made still more manageable than she proved to be in 1865, by arranging to disconnect either paddle at any moment ; which, the speaker was informed by Mr. Canning, may easily be done. • The speaker referred to a letter he had received from Mr. Canning, Chief Engineer of the Telegraph Construction und Maintenance Company, informing him that it is intended to use three ships, and to be provided both with cutting and with holding grapnels, and expressing gi'eat confidence as to the success of the attempt. In this confidence the speaker believed every practical man who witnessed the Atlantic operations of 1865 shared, as did also, to his knowledge^ other engineers who were not jtresent on that expedition, hut who were well acquainted with the practice of cable-laying and mending in various seas, especially in the Mediterranean. The more he thought of it himself, both from what he had witnessed on board the " Oreat Eastern" and from attempts to estimate on dynamical principles the forces concerned, the more confident he felt that the contractors would succeed next summer in utilising the cable partly laid in 1865, and completing it into an electrically perfect telegraphic line between Valentia and Newfoundland, m It in bcuig (lone. la ( A. ) ATLANTIC TELEGRAPH CABLE. Certificate signed by persons officially engaged in laying the Atlantic Telegraph Cable from the Great Eastern in 1865. A li P o: 1. It was proved by the expedition of 1858, that a Submarine Telegraph Cable could be laid between Ireland and Newfoundland, and messages ti-ans- mitted through the same. By the expedition of 1865 it has been fully demonstrated : — 2. That the insulation of a cable improves very much after its submer- sion in the cold deep water of the Atlantic, and that its conducting power is considerably mcreased thereby. 3. That the steamship Great Eastern, from her size and constant steadi- ness, and from the control over her afforded by the joint use of paddles and screw, renders it safe to lay an Atlantic Cable in any weather. 4. That in a depth of over two miles four attempts were made to grapple the cable. In three of them the cable was caught by the grapnel, and in the other the grapnel was fouled by the chain attached to it. 5. That the paying-out machinery'used on board the Great Eastern worked perfectly, and can be confidently relied on for laying cables across the Atlantic. 6. That with the improved Telegraphic instruments for long submarine lines, a speed of more than eight words per minute can be obtained through such a cable as the present Atlantic between Ireland and Newfoundland, as the amount of slack actually paid out did not exceed 14 per cent., which would have made the total cable laid between Valentia and Heart's Content, less than 1,900 miles. 7. That the present Atlantic Cable, though capable of bearing a strain of 7 tons, 'lid not experience more than 14 cwt. in being paid out into the deepest water of the Atlantic between Ireland and Newfoundland. i ? \ n t I "V la ^i t< I V. S. That iheio is no difficulty in mooring buoys in the deep water ol th« Atlantic between Irelanr* yl Newfoundland, and thut two buoys eren when moored by a piece oi ; Atlantic Cable itself, which had been preriously lifted from the bottom, Luvo ridden out a gale. 0. That more than four nautical miles of the Atlantic Cable hare been recovered from a depth of oyer two miles, and that the insulation of the {pitta percha covered wire was in no way whatever impaired by the depth of water or the strains to which it had been subjected by lifting and passing through the haulingoin apparatus. ■■'■'- 10. That the cable of 1865, owing to the improvements introduced into the manufacture of the gutta percha core, was more than one hundred times better insulated than cables made in 1858, then considered perfect and still working. 11. That the electrical testing can be conducted at sea wi t h such imerring accuracy as to enable the electricians to discover the existence of a fault im- mediately after its production or development, and very quickly to {^certain its position in the cable. . 12. That with a steam-engine attached to the paying-out machinery, should a fault be discovered on board whilst laying the cable, it is possible that it might be recovered before it had reached the bottom of the Atlantic, and repaired at once. S. CANNING (Engineer in Chief, Telegraph Conatruetion and Maintenance Compani/, Limited.) JAMES ANDERSON (Commander of the Great EasternJ. HENRY A. MORIARTY, (Staff Cmnmander, E.N J DANIEL GOOCH, M.P. (Chairman of " Great Ship Co."). HENRY CLIFFORD (Engineer). WILLIAM THOMSON, LLD., F.R.S. (Prof of Natural Philosophy in the Univeraity of Glasgow), CROMWELL F. VARLEY (Consulting Eketrieian Electrio and International Telegraph Co.). WILLOUGHBY SMITH. JULES DESPECHER. 14 "■■■■■: ( B- ) .' . ■:" ■:,•:■:.;: Certificate from Prospectm of the ANGLO-AMERICAN TELEGRAPH COMPANY, Limited. Tho Directors cannot of course bind themselves at present to any tariff for mcssogwH. Tho amount to bo charged will be a matter for consideration hereoftoi But it may be safely assumed that it will not be less than 5s. per word. Working at 5s. per word, only five words a minute, twonty-four hours per day, and allowing 300 working days for the year, there would be a gross revenue of £1,800 a-day, or £540,000 a year. This is for one cable only. The highest authorities in Electrical Science give it as their opinion that eight words a minute could easily be obtained through the Atlantic Cable. And thoi'o is every reason to anticipate that at a tariff of anything like 5.s. a word there would be moro messages offered than tho Company could transmit. The undersigned append their names as considering this Estimate of the probable result a reasonable one. CHAELES T. BEIGHT, M.I.C.E., Consulting Engineer to the BrUish and Irish Magnetic Telegraph Compamj. LATIMEE CLAEK, M.I.O.E., Consulting Engineer to the Electric and Liternational Telegraph Compang. HENEY C. FOBDE, M.I.O.E. FLEEMING JENKIN, E.E.S. WILLIAM THOMSON, LL.D., F.E.S., Professor of Natural T/iilosnphg in the Vnireraitg of Glasgow. CEOMWELL F. VABLEY, M.I.C.E., F.E.G.S., M.E.I., &c., &c.. Electrician to the Electric and International Tikgra2>h Compang. The realisation of this Estimate (allowing £23,000 per annum for Working Expenses) would make the income of the Company over £300,000 per annum. ao c : ^: Estimated Revenue based upon the opinion of the highest authorities in Electrical Science. Assuming that the charge for transmission of Messages between the Old and the Neic World be fixed at 5«. per word, and that the speed of working be limited to only 5 words per minute during 24 hours per day, and allowing 300 working days in the year, ONE CABLE Would produce a gross Annual Eovenue of £540,000, to bo divided as follows : — 1. Working Expenses (say) £23,000 2. Interest at 6 per Cent, on £100,000 Atlantic Telegi'aph Debentures 5,000 3. Anglo-American Telegraph Company 125,000 4. Atlantic Telegraph Company's Preference Shares £600,000, 8 per Cent 48,000 5. Atlantic Telegraph Company's Ordinary Shares £600,000 4 per Cent 24,000 . f Anglo-American Telegraph Co. 156,500 6. Balancedmded j ^^^^^^.^ t^^x^^^^^ Co 156.500 £540,000 To tho £281,000 above shown as coming to the Anglo- Amciican Tele- graph Company from the revenue of tho cable, the btiui of £25,000 must bo added, gi-anted as a subsidy by the New York, Newfoundland and London Tclegi'aph Company, which will make a total income of £306,500, or over 50 per Cent, net upon the capital of tho Anglo-American Telegraph Com- pany. After paying 8 per Cent, on tho Atlantic Telegraph Company's Preference, and 4 per Cent, on the Ordinary Shares, there is a siu-plus for tho Atlantic Telegraph Company of £156,500, which woiild pay a furtlior tlivi- dend of 12 per Cent, on the full amount of both Stocks of that company, £144,000, and leave a sum to be carried to new account of £12,500. This is a total dividend to tho Ih-eferonce Shareholders of 20 p«'v Cent., and to the Ordinary Shareholders of 16 per Cent, per annxmi. M ( D- ) In the anticipated event of the Telegraph Construction and Mainte- nance Company succeeding in laying the new cable, in raising tlieendofthe cable partly laid in 1865, and completing it to Newfoundland, then upon the same basis of calculation as that made for one Cable, TWO CABLES Would produce a gross Annual Eevenuo of £1,080,000, -whiclx would be divided as follows: — 1. Working Expenses (say) £30,000 2. Interest at 6 per Cent, on £100,000 Atlantic Tele- graph Debentures 6,000 8. Anglo-American Telegraph Company 125,000 4. Atlantic Telegraph Company Preference Shares, £600,000, 8 per Cent 48,000 6. Atlantic Telegraph Company Oixlinary Shai-es £600,000, 4 per Cent 24,000 ^ , ,. ,, , ( Anglo American Telegraph Co. .. 424,000 6. Balance divided J ,^, ^. rJ^ ^ r. r, .«/««« ( Atlantic Telegraph Co 424,000 £1,080,000 Tbe subsidy of £25,000 from the New York, New.bundland and London Telegraph Company being added to the £549,000 coming as above to the Anglo-American Telegraph Company from the revenue of the two cables will make the income of the lattor.>£574,000, or over 95 per Cent, net upon the capital of the Anglo-American Telegraph Company. After pajdng 8 per Cent, on the Atlantic Telegi-aph Company's Preference, and 4 per Cent, on the Ordinary Shares, there is a surplus for the Atlantic Telegraph Company of £424,000, which would pay a further dividend of 35 per Cent, on both Stocks of that Company, and leave a sum of £4,000 to be carried to New Account, making a total dividend to the Preference Shareholders of 43 per Cent., and to the Ordinary Shareholders of 39 per Cent. 17 ( E. ) Extract from Letter of Mr.' Cromwell F. Varley to t/ie " Observer" dated March 3r(/, 1866. »\ * * * Tho best preservative of gutta percha is sea crater. Failoro of cables already laid prove no deterioration of tbe gutta percha ; it has proceeded from imperfeut joints and imperfect manufacture. The Dover and Calais Cable, laid in 1851, is still doing its duty. These latter sources of failure are now entirely overcome, thanks to Samuel Statham, John Chattcrton, Willoughby Smith, and those scientific gentiomen who have devised methods as well as apparatus for hunting out minute faults, even when they have been so small that they would not weaken the signals through the Atlantic Cable one-millionth part. There is no instance of a deep sea cable that was perfect when laid having failed in deep water. The Malta and Alexandria Line is laid in three sections^ and tho one laid in deep sea from Malta to Tripoli has never cost sixpence for repairs. The injuries have all been, with one exception, between Bengazi and Alexandria, where the cable is laid in shallow water, and where it has had to bo repaired each time it has been chafed by the rocks. In the new Atlantic Cable the shore ends will bo carried sufficiently far out to reach into deep water, and we have no instance on record of a cable approaching to the weight of this shore end having Veen injured. The lines once laid perfectiy will, in all probability, be permanent. With the Atlantic Cable, which I have every confidence will be laid this year, and the half cable (now in a perfect state at the bottom of the sea) com* pletcd, there will be complete freedom with these lines from the delays and errors experienced in our Indian tolograms. The communication from London to Valentia will be direct at one leap, Valentia to Newfoundland in a second leap, and Newfoundland to Now York in one or at most in two leaps. When one cable is successfully laid, it is certain to be quickly followed by others. The Newfoundland Company contemplate constructing two additional wires by dif- ferent routes, so that there shall be several means of communication throughout the distance, and I for one shall bo sadly disappointed if messages from London to New York do not reach their destination long in advance of tim6. The linos will be all under the management of joint stock companies, whoso interest it will be to secure the highest speed and efficiency, and the countries through which the lines will pass speak our own language, an inestimable ad* vantage as regards accuracy « » * . 18 ( r. ) THE TARIFF THROUGH THE ATLANTIC CABLE. ' ,^ V London, September Ist, 1885. HtDbab Sib, ' In the London Prosa, calculations of the profits of an Atlantic Cable have appeared, these calculations are based upon the idea of chargfing only 5s. a word. A telog^ph to be of use must be expeditious and accurate. It will, therefore, be necessary to limit the messages to bo transmitted through the cable to such an extent that the number received during the twcnty-four hours shall not exceed the carrying powers of the cable during that period of time. Should the number of messages received during the twenty-four hours exceed the transmitting powers of the cable the second day would begin with a portion of the messages loft over from the first day, and in the course of a short time this daily accumulation would amount to so much that letters by mail would reach their destination sooner than messages by tele- graph, as, by law, all messages must be sent in the order in which they were re- ceived. There is only one legitimate way that I can see of limiting the messages that will pour in from over}' port of Europe, Asia, and Africa, to bo transmitted to the whole of the North American Continent, and vice versa, and that is, to make the price such that it shall limit the messages sufficiently to keep them within the carrying power of the cable. From an experience of over eighteen years, dating from the very commencement of the telegraph as a public institution, and from the experience gained by means of the submarine cables connecting Alexandria and Malta with Europe, I feel perfectly convinced that even a sum of 208. per word will not limit the traffic sufficiently to keep the line between America LONDON TELEGRAPH COMPANY. ^Incorporated April I5th, 1854.^ PETEB COOPEE, Esq Pruident, OYEUS W. FIELD, Esq Vice-Pretulent. MOSES TAYLOE, Esq Treaturer. Professor S. F. B. MOESE Eledncian. DAVID DUDLEY FIELD, Esq Countel, Dl RECTO KS. PETER COOPEE, Esq ^ MOSES TAYLOE, Esq. . . CYEUS W. FIELD, Esq \ New York. MAESHALL 0. EOBEETS, Esq. WILSON G. HUNT, Esq SECRETARY. EOBEET W. LO'^UEE, Esq. GENERAL SUPERINTENDENT. ALEX/NDEEjM. MAOKAY, Esq., St. John's, Newfoundland. Y. Preiident. PreiuUnt. Freaturer. lectrician, Countel, n York. ( K. ) 23 THE ATLANTIC TELEGRAPH COMPANY. DIRECTORS AND OFFICERS FOR 1866. Tm RiOHT Hon. JAMKM STUART VORTLEY, CwAiaiuir. CURTIS M. LAMl. ON, Esq., \ u i-riiAiBiiAN. O. P. BIDDER, Eaq., C.E. FRANCIS LE BRETON, Ymx. EDWARD CROPPER, Em. SiE EDWARD CUNARD, Bart. HAMUEL UtfRNEY, E«i., M.P. fAPTAif* A. T. HAMJl.TON. «*EOROE PKABODY, K*i, JOHN PENDEil, Eiq., M.P. UoNORABT DiRicTOR— W. U. STEPHENKON, E«q. i-; w. EBq.,C \ Esq. York. : CHIBALD, Esq., C.B U. M. Consul, N. w T,<>iaNG ANDR?:W8, Esq N. w York. '! "ER COOPER, Em. N. w York. W lUJAM E. DODGE, Eaq New York. CYKU8 W. FIELD, E«q Now York. WILSON O. HUNT, Esq New York. A. A. LOW, Eaq. New York. HOWARD POTTER, Eaq Now York. l^awsntii Sinrtars in §Hti>s]^ S^ortJ^ ^mntai, HUGH ALLAN, Esq Montrpr , Canada. WILLIAM CUNARD, Esq Halifax, N. va Hfotia. WALTER GRIEVE, Esq St. John's, Newl undland. THOMAS 0. KINNEAR, Esq Halifax, Noa t Scotia. Consulting ^tm)a&t €atm}^tu WILLIAM FAIRBAIRN, E«q., F.R.S., Manchester. Captain DOUGLAS GALTON, R.E., F.R.S., London. Pkofessok WILLIAM THOMSON, F.R.S., Glasgow. PuoFESsoR C. WHEATSTONE, F.R.8., London. JOSEPH WHITWORTH, Esq., F.R.S., Manchester. Honorary Conaulting Engineer in America— Gbnehai, MARSHALL LEFFERT8, Now York. OFFICES-12, ST. HELEN'S PLACE, BISHOPSBATE STREET WITHIN, LONDON. land. Secretary ami General HHperintendent—O'EOViG'E SAWARD, Esq. ff/^c/nciaw— CROMWELL F. VARLEY, Esq. Solicitors— ilTi%mn. FRESHFIELDS & NEWMAN. Auditor— a. W. BLACKBURN, Esq., Bradford, Yorkshire, Fttblie Accountant. ganfeirs. //) London The Bank of Enc^land, and Messrs. Gbii, Mills k Co. //( Zancash ire The Consolidated Bank, Limited, Manchester. Jn Ireland The National Bonk and its Branches. In Scotland , The British Linc>i Company and its Branches. In New York Messrs. Duncan, Sherman & Co. In Canada and \ova Heotia . , The Bank of British North America. In Newfimn^Uahd The Union Bank of Newfoundland. • ( L. ) TELEGEAPH CONSTEUCTION AND MAINTENANCE COMPANY, LIMITED. Uniting the Susineaii of the Gutta Percha Compaiiij with that of Messrs. Glass, Elliot ^ Compainj. DIRECTORS. JOHN" PENDEE, Esq., M.P., Chairman. ALEXANDER HENEY CAMPBELL, Esq., M.P., Vice-Chairman. EIOHAED ATWOOD GLASS, Esq. (Glass, EUiot & Co.), Managing Diredw. HENRY FOED BARCLAY, Esq. (Gutta Percha Co.) THOMAS BRASSEY, Esq. GEORGE ELLIOT, Esq. (Glass, Elliot & Co.) ALEXANDER STRUTHERS EINLAY, Esq., M.P. DANIEL GOOCH, Esq., M.P. SAMUEL GURNEY, Esq., M.P. LORD JOHN HAY, M.P. JOHN SMITH, Esq. (Smith, Fleming & Co.) BANKERS.' THE CONSOLIDATED BANK, Limited, London and Manchester. SOLICITORS. Messrs. BIRCHAM, DALRYMPLE, DRAKE & BIRCHAM. Messrs. BAXTER, ROSE, NORTON & Co. SECRETARY. WILLIAM SHUTER, Esq. OFFICES. 64, OLD BROAD STREET, LONDON. WORKS. Wharf Road, City Road, N., aitd East Geeeitwich, S.E. PAM, ANGLO-AMERICAN TELEGRAPH COMPANY LIMITRD AIRMAN. ig Director. BiXHtox»» CHAS. E. STEWART, Esq., 102, Lancaster Gate, Hyde Park, Chairman, FRANCIS A. BEVAN, Esq., 54, Lombard SU-eet. HENRY BEWLEY, Esq., WUlow Park, Dublin. EDWARD CROPPER, Esq., Swaylnnds, Pcnshurst CYRUS W. FIELD, Esq., Gramercy Park, New York. SIR RICHARD ATWOOD GLASS, Ashurst, Dorking. SIR DANIEL GOOCH, Bart., M.P., Clewer Park; Windsor. CAPTAIN A. T. HAMILTON, 12, Bolton Row, Piccadilly. J. R. McCLEAN, Esq., C.E., 23, Great George Street, Westminster. Lcbestor. [AM. T. B. SMITHIES, Esq. | JOSHUA DEAN, E.sq. JOHN C. DEANE, Esq. S.E. «i|.^ HlMtlW** mmtf* mmmKmmmmmm No. 1. THE ANGLO-AMERICAN CAPITAL ir. December To Capital— 60,000 Shares, at £10 per Share. Premiums on Shores „ lutereet £ 8. d. 600,000 10,000 431 15 10 £610,431 15 10 N TELEGRAPH COMPANY LIMITED. CAPITAL ember £ 8. d. )0,000 10,000 431 15 10 110,431 15 10 ACCOUNT. 31*^ 1866. %. By Contract for Manufacture and Laying of Cable £ *. d. 600,000 „ PreKminary Expenses, including — Commission, Advertising, Printing, Postages, Stamps, Directors' Allowance, Travelling Expenses, Testing, Legal Expenses, &c., to July 31, 1866 . . . 8,984 14 10 » Balance to Statement No. 3 ^M^ ^ ^ £610,431 15 10 '^■'' ' '• v'r tia m'm i mmjmm mm No. 2. THE ANGLO-AMERICAN fr. REVENUE December To Salaries and Expenses £ 8. d. 5,483 11 5 „ Atlantic Telegraph Company — ' Interest on Mortgage Bonds, five months at the rate of £5,000 per annum . . . , . . 2^083 6 8 „ Balance to Statement No. 3 G7,8U 3 6 £75,381 1 7 M f. IL t fi » rL-i- V N -(■" -'f TELEGRAPH COMPANY LIMITED. REVENUE ember £ 8. d. 5,483 11 5 2,083 6 8 07,814 3 6 75,381 1 7 ACCOUNT. 31*^, 1866. a[r. By Receipts on Account of Messages £ «. d. 64,342 7 11 „ New York, Newfoundland, & London Telegraph Co. — Rebate at the rate of je25,O0O per annum on Through Traffic, July 28th to December 28th , . . 10,416 13 4 „ Transfer Fees, &c. „ Interest on Deposits 389 15 6 232 4 10 £75,381 1 7 P i wwju ' w w irrcffj f IT No. 3. THE ANGLO-AMERICAN ir. Balances — To Telegraph Construction <& Maintenance Company — Balance of Contract „ Sundry Persons „ Capital Account — Per Statement No. 1 „ Kevenue Account — Per Statement Na 2 £ «. d. 1,010 1,260 1,447 1 . 67,814 3 6 £71,531 4 6 DELOITTE, GREENWOOD, & DEVEll, Accountants, 4, Lothbury, E.G. TELEGRAPH COMPANY LIMITED. 3ls( December J ISQQ. (£r. By LeaHehold Offices in Londuu .... „ Freehold Projierty at Heart's Content „ New York, Newfoundland, & London Telegraph Co. „ Atlantic Telegraph Company „ Telegraph Construction & Maintenance Company Cash Balances £ s. d. 1,050 13 8 426 2 4 4,852 12 7 4,196 13 4 53 5 5 60,951 17 2 £71,531 4 6 Audited and ai»proved, Juumuy Uth, 1807, T. B. 8M1T111KS, JOSHUA DEA^;, Arj^iTuuK. ANGLO-AMERICAN TELEGRAPH CO I.IMITKD. statement of girrounts, December 31 if, 1866. -VIOTICE IS HEREBY GIVEN that the l\ First Obdimaby Glnkbal Mebtiho of the Members of the Amqlo-Ajiebioam Tele- OKAPu CoMPAKY LIMITED, will be he'd at the LoNiK>M Tavern, Buhopsgate Street, £.C, on Monday, the 4th day of February, ^867, at Oac o'clock precisely, for the purpose of receiving a Report from the Directors, and otiiei business. The Register of Transfers will be closed from the 23rd January, 1867, to the 4th of February, 1867, both inclusive. . . ^ j.i j-„ By Order, * JOHN C. 26, Old Buoad Stbeet, London, I9lh January, 1867. DEANE, Secretary. MitU'hiiu t Sun, Sa, Cl«u»mt'c:iuie, E.t'., luul 'HI Parli»uintingent advantages. Directors. GEORGE PEABODY, Esq., 22, Old Broad Street. EDWARD CROPPER, Esq., Swaylands, Pcnshurst. CAPTAIN A. T. HAMILTON, 12, Bolton Row, Piccadilly. RICHARD ATWOOD GLASS, Esq., Ashurst, Dorking. DANIEL GOOCH, Esq., M.P., Clewcr Park, Windsor. HENRY BEWLEY, Esq., Willow Park, Dublin. FRANCIS A. BEVAN, Esq., 64, Lombard Street. J. R. M'CLEAN, Esq., C.E., 23, Great George Street, Westminster. CHARLES E. STEWART, Esq., 102, Lancaster Gate, Hyde Park, W. Bankers. Messrs. BARCLAY, BEVAN, TRITTON, TWELLS & Co., 64, Lombard Stieot, E.C. Secretary (pro temJ.—J. C. DEANE, Esq. Ko. 1 2 3 4 6 6 7 8 10 11 12 13 14 16 16 17 18 19 20 21 22 23 24 26 26 27 28 29 30 31 32 33 34 36 36 37 38 39 40 41 42 43 44 46 46 47 48 49 60 61 62 63 64 ( O. ) ff n the ED. h Share- A.CIi. my will 'om the also be indland any for tages. tor. k, W. HUBMAUINE TELE(HIA1MI CABI.EH now in BucowtHful w(.rkinff ordi., i IiuwUUmI Wirm for which mvn^ nmuiifucturi'tl hy tho Uiitt» IVti-hu Compituy, I'aUi.v » Whi»r» Road, City Itoiui, liondun. Uarfk, men. No. 1 2 3 4 6 6 7 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 36 36 37 38 39 40 41 42 43 44 45 46 47 48 49 60 61 62 63 64 Dlitt' whitn Ikld. From 1861 1863 1863 1863 1863 1863 1864 1864 1854 1854 1855 1866 1866 1867 1857 1867 1868 1858 1858 1858 1858 1868 1869 1869 1869 1859 1869 1869 1859 1859 1859 1859 1860 1860 1860 1860 1860 1860 1861 1861 1861 1861 1861 186'. 1862 1862 1862 1863 1864 1864 1865 1865 1865 1865 Dover Donmork, ucrusH tho Belt Dover Frith of Forth Portpatrick Across Uivor Tay .... I'ortpatrick Sw(!uen Italy Corsica Effjpt Italy tStraight of Canso .... Norway ncrosH Across mouths of Danube Ceylon Italy England Ditto Norway across Houth Australia Ceylon Alexandria England Sweden Folkestone Across rivers in India. Malta England Suez Jersey Tasmania Calais . Ostitud Donaghadcd Whitehead Denmark . Corsica . . . Sardinia . . . Irnithnf IKuUtfK) ll<>plh lit Wlnln Watrrin Htiitutr t'nthoow Mllm Sicily CajH) Breton, N.8. Fiords Mainland of India Sicily Holland Hanover Fiords King's Island . . . India Denmark Dacca Barcelona Minorca Iviza St. Antonio Norway across Toidon Holyhead Malta Nowhavon Pembroke Firth of Forth England Across River Tay .... Kiirdinia Persian Gulf Otranto La Callo Sweden Biscrto Corsica Denmark Gothland Boidogne Sicily Isle of Man .... Jubal Island .... Pirou, lYanco . . Bass' Straits (Great Bolt) ( 11 ™11^ Tegu Mahon Majorca l^Iajorca Iviza Fiords Corsica Howth, Ireland Alexandria .... Dieppe Wexford Holland , Sicily Avlona . Biscrto , Prussia . ISIarsala . Tuscany 4 3 6 4 6 4 6 3 6 6 4 3 3 1 1 1 1 4 2 1 1 1 4 8 1 6 I 1 1 1 1 1 «i 3! 1 1 2 2 2 1 1 1 1 4 4 4 4 4 1 1 1 1 3 1 1 Tota:i, 27 18 80 H 6" 25 2 27 12 110 10 10 6 H 49 3 30 8 140 280 16 140 80 2 868 64 24 10 60 36 220 21 240 28 116 180 36 74 76 16 195 64 1636 80 63 6 130 2 243 1450 60 97i 65 104? 66 6811 ih.rithltiihixr 108 64 483 24 150 8 162 36 660 60 40 16 49 3 30 8 660 660 16 140 30 p 1104 64 144 10 60 36 220 21 240 126 116 180 70 148 152 16 195 64 1635 320 252 24 620 8 243 1450 60 97^ 166 164| 66 11080J 14 826 20 •27 300 60 30 30 800 46 46 30 80 32 79 30 16 18 1400 250 600 450 300 1660 420 6.S 30 126'» 120 669 16 years 13 yt'ai-s 13 yearn 13 yoaitt i;< years 13 years 12 yeart) 12 years 12 years 1 2 years II years 11 years 10 years 9 years 9 years 9 years 8 years 8 years 8 years 8 years 8 years 8 years 7 years years years years years years 7 years 7 years 6 years 6 years 6 years 6 years 6 years 6 years 6 years 6 years 6 years 6 years 6 years 6 years 6 years 4 years 4 years 3^ years 4 years 3 years 2 years IJ years 12 months 12 months 12 months 6 months ' A frrcat many CableK ot short IrngthR, not Included in this List, are now at work in vai ioim parts of the world; and other (.'ablen, tlie Wireo Insulated by tho rcha, 4 layers of which uro laid on altoniately with four thin layers of Chatterton's Compound. The weight of the entire insulation 400 lbs. ])er nautical mile. Diameter of core '404, circum- ference of core 1 '392. EXTERNAL PROTECTION— Ten eoUd wires of the gauge •095, (No. 13 gauge) drawn from AVebstor and HorsfaU's Homogeneous Iron, and galvanized, each wire suiTounded separately with five strands of white Manilla Yam, and the whole laid spirally round the core, which latter is padded with Jute 5'arn, saturated with preservative mixtuie. WEIGHT IN AIEr-31 cwt. per nautical mUe. WEIGHT IN WATER— 14| cwt. per nautical mile. BREAKING STRillN— 8 tons 2 cwt., or e<[ual to eleven times its weight in water per nautical mile ; that is to say, the cable will bear its own weight in eleven miles depth of water. DEEPEST WATER TO BE ENCOUNTERED — 2,400 fathoms, or less than 2 J nautical miles. THE CONTRACT STRAIN is e(iual to 11 times its weight per nautical mile in water. LENGTH OP CABLE TO BE SHIPPED TO COMPIiETE LINES— 2,730 miles. BOTH "H»H'itfH, in certified hj Memra. Thomson and Varky to he not Jem than eight uvi'dn per minute. ; Cluxrles Wlioatstouo, Esq., F.E.S. ; William Thomson, Esq., LL.D., F.R.S., and Josejai AMiitworlh, Esq., C.E., F.R.S., Avho \' to examine all Speeimous and Tenders submitted to the Conq)any, unanimously reeomiuended that Messrs. Glass, EUiot & Co.'s i'( 1. S. CANNING, Engineer Telegraph Construction and Maintenance Company, Limited. i