^r IMAGE EVALUATION TEST TARGET (MT-3) 1.0 I.I us 1^ |40 2.0 IL25 IHI 1.4 IIMI 1.6 o> Hiotographic Sciences Corporation 23 WEST MAIN STREET WEBSTER, N.Y. 14580 (716)«72-4S03 '^ \ '^.^^1 ^^^' '^ CIHM/ICMH Microfiche Series. CIHM/ICIViH Collection de microfiches. Canadian Institute for Historical Microreproductions / Institut Canadian de microreproductions historiques Technical and Bibliographic Notas/Notas tachniquas at bibliographiquaa The Instituta has attamptad to obtain tha batt original copy availabia for filming. Faaturas of this copy which may ba bibliographically uniqua. which may altar any of tha imagas in tha raprorluction. or which may significantly changa tha usual mathod of filming, ara chackad balow. rri Colourad covers/ biJ Couvartura da coulaur I I Covers damaged/ D D D D D D Couverture endommagAe Covers restored and/or laminated/ Couverture restaurte et/ou pelliculte I I Cover title missing/ Le titre de couverture manque Coloured maps/ Cartes giographiques en couleur □ Coloured inic (i.e. other than blue or blacic)/ Encre de couieur (i.e. autre que bleua ou noire) I I Coloured plates and/or illustrations/ Planches et/ou illustrations an coulaur Bound with other material/ Rali6 avac d'autras documents Tight binding may cause shadows or distortion along interior margin/ La re Mure serr6e peut causer de I'ombre ou de la distortion la long de la marge intArieure Bianit leaves added during restoration may appear within the text. Whenever possible, these have been omitted from filming/ II se peut que certaines pages blanches ajouttes lors d'une restauration apparaissent dans la taxte, mais, lorsqua cela Atait possible, ces pages n'ont pas 6t6 fiimdes. Additional comments:/ Commentairas supplAmentaires: L'Institut a microfilm* le meilleur exemplaire qu'il lui a *t* possible de se procurer. Les details da cat exemplaire qui sont peut-Atre uniques du point de vue bibliographique, qui peuvent modifier una image reproduite, ou qui peuvent exiger une modification dans la mAthoda normale de filmage sont indiqute ci-dessous. D D D D H D D D D Coloured pages/ Pages de couleur Pages damaged/ Pages endommagAas Pages restored and/or laminated/ Pages restaurAes et/ou peiliculAes Pages discoloured, stained or foxed/ Pages dAcolortes, tacheties ou piquies Pages detached/ Pages d6tachtes Showthrough/ Transpsrsnca Quality of print varies/ Quality inAgala de I'impression Includes supplementary material/ Comprand du material supplimentaire Only edition available/ Seule Mition disponiblo Pages wholly or partially obscured by errata slips, tissues, etc., have been refilmed to ensure the best possible image/ Les pages totaiament ou partieilement obscurcies par un fauillet d'errata, une pelure, etc.. ont At* filmtes A nouveau de fapon A obtanir la mailleure image possible. This item is filmed at tha reduction ratio chaclted balow/ Ce document est film6 au taux de reduction indiquA ci-dassous. T t< T P o fi O b tt si oi fii si OI Tl t» Tl w M t bfl ri| re m 10X 14X 18X 22X 2ex 30X >/ 12X 16X 20X 24X 28X 32X ^'^^ K^g^p The copy filmed here has bean reproduced thanks to the generosity of: BIbliothAque nationale du Quebec L'exemplaire fiimA fut reproduit grAce A la gAntrosIt* da: BibliothAque nationals du Quebec The imeges appearing here ere the best queiity possible considering the condition end legibility of the originel copy end in keeping with the filming contract specifications. Originel copies in printed peper covers ere filmed beginning with the front cover end ending on the lest pege with a printed or illustreted impres- sion, or the back cover when eppropriete. All other originel copies ere filmed beginning on the first pege with e printed or illustreted impres- sion, and ending on the lest pege with e printed or illustreted impression. The lest recorded freme on eoch microfiche shell contain the symbol — ^> (meening "CON- TINUED"), or the symbol V (meening "END"), whichever epplies. Les images suivantes ont tti reprodultes avec le plus grand soin, compte tenu de le condition et de le nettet6 de l'exemplaire film6, et en conformity avec les conditions du contrat de filmage. Les exemplaires originaux dont la couverture en papier est imprimte sont filmte en commenpant par le premier plat et en terminant soit par la dernlAre pege qui comporte une empreinte d'impression ou d'illustration, soit par le second plet, selon le ces. Tous les autres exemplaires originaux sont filmte en commen^ant par le premiere page qui comporte une empreinte d'impression ou d'illustrstion et en terminant par la dernlAre pege qui comporte une telle empreinte. Un des symboles suivants apperaltra sur la dernlAre imego de cheque microfiche, selon le ces: le symbols — ^ signifie "A SUIVRE", le symbols ▼ signifie "FIN". Meps, pistes, charts, etc., mey be filmed at different reduction retios. Those too large to be entirely included in one exposure ere filmed beginning in the upper left hend corner, left to right end top to bottom, as many frames ss required. The following diegrems illustrete the method: Les csrtes, pisnches, tableaux, 6tc., peuvent Atre filmte A des taux de rMuction diff6rents. Lorsque le document est trop grand pour dtre reproduit en un seul clichA, 11 est film6 i partir de Hangie sup6rieur gauche, de gauche d droits, et de haut en bas, an prenant le nombre d'images nteessaire. Les diagrammes suivants illustrent la mithode. 1 2 3 1 2 3 4 5 6 M f r;e. --:m r-mvrw'^ ■ I •1 V ir lil *., ■^: m -Sis ■T ^ ...^!^ • • • < J • • • < • • .«. .V • 4 « < • ' • • • • 4 • • • • I I • « • • « '•* • • *• * > . • '• * • * • ' • « * • < • • - • • • • • • • ••• •••••• « • • • • ym^ -ii*. 1 m» t *tlH[^^mn>ann»mM y \ y^ \ 1. feKiMdir. b. tiuuii Steamtt*. J. CB||tM>P. 1). l'oin|«t>ioii. I . Hn}«. E. M. PUN OF THE UPPKR DKCK (»' TU\ E. Kuiinelfl. O. Tke bp»iufwi 7. Tiititii)8 tbronfh ibr Cotti Bukers. T. Coal BuiiktTH. 1. Propeller Koginr. II. PiidK I'l'f'V'H! !^2^^2^ Tjj^:f^r~)^^. U. Cm bfp (If. U. C'i»#'' ' ••^*'^l|yrll|| r '« »■■ u %^ ^1 '%<,«,..- SV- s . ■ r ft ■^. .i.# --» . •■ - #"' I .J-..^y -N*~ — ':».«« > A - j ' i V ■'4- \.,. "^^ :.>■■. v^v ;<**'^ ■ .: .^^^^j M: J- J. i,M ■»k.s,»t-^i|n»! L- •"Wi .5'>*!k»-^i»-V*»i< ' \ ■ )• •-N yi \ M ,;,;, ■:jh«*«je»^««^- ^ ^. i' '''■i'\ .A^JP^'-S i^-^mfhSt-^: ■mJf 'iSMk':- t • > • »1 «K*: St § Si- — ■ s * 5 i 1 ^ t ADVERTISEMENT. This little Book, descriptive of the "wonder of the world " and ** of the deep,'' — " The Great Eastern," — has become necessary in consequence of the disposal of the majority of those numerous other works of a like nature, published from time to time, both in America and Great Britain. It contains many things new, but is in great part compiled from preceding treatises on the " Great Shipi." It is hoped that it may serve as a guide to those who visit her, and interest those who cannot avail themselves of a personal inspection. It is sure to be valuable as a reliable soiarce of reference for the time to come. July, 1861. *-N''i !/• "C. » • - * * f • •.',♦ St *. ^ ^ f - ^ , vi f > . 57945 TABLE OP CONTENTS r Pages. Advertisement 1 What suggested the Great Ship 3 Her size, material and estimated cost 4 The Company 4 The Hull and its construction 5 Description of the Hull 7 The time occupied in its construction 8 Noah's Ark and the Great Eastern 8 Launch 9 ^^eparture of the Ship from the Thames 10 -An Explosion on Board 11 Material. — Extent. — Accommodation 13 Passenger Accommodation 14 Steam Power and Engines 14 Propeller 15 The Screw Boilers 16 The Screw Propeller and Engine 17 Number of Anchors • 17 ■ Her Canvas 17 iHef Saloons and Cabins 17 The Upper Deck 19 Her Seagoing Qualities 20 Rate of Sailing 21 At New York 21 The Great Eastern in the Mersey 21 Npte of a Voyage from New York 22 The Great I]astern chartered by Government 27 She Sails for Canada. — Her Captain 28 Abstract of the Log 28 JBusiness Cards 30 "#, r Pages. • • 1 1 • • 3 • • • '4 ■ • • 4 • • • 5 • • • 7 • • • 8 • • • 8 • • • 9 • • • 10 • • • 11 • • * 13 • • • 14 • • • 14 • • • 15 • • • • 16 • • • 17 • • • 17 • • • 17 1 • • • 17 • • • 19 • • • 20 ■ • • • 21 • • • • 21 • • • • 21 • • • • 22 * • • • 27 • » • • 28 • • • • 28 • • • « 30 THE GRE^T E^STERiq^ What §iigg[ested the Great IShip. It is probably some ten years since the question of Ocean Steam Navigation was discussed in the " British Association for the advancement of Science," with a view to the suggestion of some means by which Steam propulsion might be applied with similar eflfect to the Eastern Empire and Australian Colonies of Great Britain, as had been done in Trans-Atlantic communication. Some twenty years before Mr. Brunei, the eminent Engineer, had suggested the idea of the ** Great Western," the first Steamer which was ever constructed for regular communication between Europe and America. He was consulted, and through him it was felt that if possible the idea would be realized. Soon " after a Parliamentary Committee was appointed to consider the question, and " The Eastern Steam Navigation Company " was established, with a direct view of superseding, to a great extent, the '* Peninsular and Oriental Naviga- tion Company," which it was complained did not give the nation any adequate return for the immense subsidy, and, indeed, monopoly it enjoyed. The Committee reported in favor of competition with the Peninsular and Oriental Company, but the issue was a renewal of the contract with the latter, for a fortnightly mail from the East, which has now been quickened into one each week. In the course of the investigations which then were made, it was known that the sea route by the Cape of Good Hope, was the shortest route to India, and there seemed good reason to conclude, that could a steamship be constructed so powerful and of such capacity that she could be relied on to make 18 to 20 miles an hour, and carry her own coal for the whole voyage, in addition to a proportionate cargo, the problem of the quickest route would probably still have its solution by way of the Cape. These are the desiderata then to which the constructive genius of Mr. Brunei was directed, and the " Greal Eastern " was intended for the Indian and Australian route via the Cape of Good Hope. 1* \\ :^^ m^m-m '?;.;r-^:f'^ ?^'l ^ 4* THE GREAT EASTERN. The investigations and calculations of the Engineer led him to the conclusion, that the most suitable vessel for voyages of such length, would be one which equalled in capacity the distance out and home, fixed the tonnage of the " Great Eastern " at 22,500 tons, the route to Australia and back, being as nearly as possible 22,500 miles. Such a ship would be able to carry, with her fuel for the whole journey, besides furnishing enormous stowage room, and an extent and quality of passenger accommodation, which those who necessarily pass through the Tropics on ship board can best appreciate. Her «iizc, material and e§tiiiiatccl cost. The idea once suggested was adopted by " The Eastern Steam Navigation Company," and to Mr. Brunei was of course committed the labour of the designs. The material to be used was iron, and the estimated cost £804,522. A spot of ground was chosen on the banks of the Thames, in the building yard of the Company at Millwall, and the building was commenced, on the lines laid down by Mr. Scott Russell, on 1st May, 1854. Her cost to the present time has been estimated at £1,800,000. The Company. The Company was originally formed with a nominal capital of £1.200,000, power to augment to two millions being taken. The Chairman was Mr. R. J. Roy Campbell, a gentleman of extensive personal and mercantile connexion with India, and to him and Mr. G. T. Braine were committed the duty of examining, for approval or otherwise, the plans of Mr. Brunei and the lines of Mr. Scott Russell. The result of their investigation satisfied those gentlemen that, if the combinations proposed could be carried out, of which the scientific originators had no doubt, the enterprise must be an undoubted commercial success. As time passed on, however, and the ship made progress, difficulties arose in the path of the project, and for a time the plans were perilled by monetary embarrassments. Mr. Campbell, who felt no doubt a pride in being connected with one of the proudest speculations, scientifically as well as com- mercially, that the world had ever known, at this juncture energetically came forward to the rescue, and the " Great Ship Company " was formed, under whose auspices the labours of Brunei and Russell were brought to completion. But it is necessary with reference to dates to state, that while the change of companies was yet incomplete, the process of launching was begun, and after some months delay, completed. And now having said so much about the inception and realization of this magnificent vessel, we shall return somewhat upon the efflux of time, and enter on some details of her extent, construction and accommodations. were ship. parec mans actly sides the e: finish V. V '-♦■¥•*". THE GREAT EASTERN. Navigation ;he designs. A spot of ard of the e lines laid esent time t 1,200,000, s Mr. R. J. connexion the duly of the lines of gentlemen ! scientific commercial , difficulties perilled by de in being ell as com- ically came raed, under jompletion. change of and after about the somewhat sonstruction TlB"t Hull and Its coiiKtructtou. Every minute de .' of the arrangements and building of this wonder of the world is fraught with interest. The mere preparing of the ground to receive her enormous weight was calculated to fill the minds of men with astonishments, Her supports and scaffoldings, and the machinery by which she was ultimately launched, taxed the skill of her engineers even more than her construction. A very town of workshops, foundries, and forges, sprang into being round her hull, and as this rose, fool by foot, in all its gigantic proportions the surrounding edifices dwindled down into insignificance, and the busy population of artificers clustered upon her like ants upon a prostrate monarch of the forest trees. The ground on which the ship was built consisted of a layer of mud, about 30 feet thick, lying on a bed of griivel. Upwards of 1400 piles were driven into this ground. The first plate was laid on the first of May, 1854. This is a corresponding act in ship structure to the laying a foundation stone of a building, or turning the first sod of a railway. First, the keelplate was, laid along on a level platform, prepared for it out of balks of timber about five feet from the ground ; then was fitted the centre web, which answers a little to the keel of an ordinary ship, only that it is put inside instead of outside, so that, strictly speaking, the Great Eastern has no keel. Then came other plates, laid flat on the top of the centre web, the three together making a figure like the letter H laid on its side thus I. Two poles or derricks, 100 feet long, were placed one on each side of the ship, wherever a bulk head was to be built."^ Platforms were hung in a longitudinal direction, from which the inner and outer skin and web were put in their places. Four square towers of open timber framework, with staircases up them, were also built, two on each side. They were intended as gangways, from which the workmen could get on or off the ship. From these platforms, plate after plate, as it was brought already pre- pared was fitted into its place, and so accurate were tlie calculations and work- manship that every plate fitted and all the holes in each nev/ plate came ex- actly right for those preceding. Thus gradually grow the bulkheads, and the sides of the inner vessel closed over them, next were fixed the webs and outside the exterior hull of the vessel. The bow and stern being at length reached and finished revealed the beautiful proportions of " The Great Eastern." There is properly no keel to the " Great Eastern " but in its place a flat keel-plate of iron 2 feet wide and 1 inch thick which runs the entire length from stem to stern. This is the base upon which all the rest is reared. The iron plates which form her planking are | of an inch thick. Up lo the water-mark the hull is constructed with an inner and outer skin, 2 feet 10 inches apart, both skins THE GREAT EASTERN. ■ i n ij \ I •:< h'^- being made of % inch plates, except at the bottom, where the plates are an inch thick ; and between these, at intervals of 6 feet, run horizontal webs of iron plates, which bind the two skins together, and thus it may be said that the lower part of the hull is 2 feet 10 inches thick. This mode of construction adds materially to the safety of the vessel ; for, in the event of a collision at sea, the outer skin might be pierced while the inner remained intact. The space may also at any time be filled with water, and thus ballast, to the amount of 2500 tons, may be obtained. Some idea of the magnitude and weight of the vessel may be formed from the fact, that each iron plate weighs about J of a ton, and is fastened with 100 iron rivets. About 30,000 of these plates have been used in her const ruction^ and 3,000,000 rivets. The fastening of these rivets was one among the many curious operations performed in course of building. The riveting men were arranged in gangs, each gang consisting of two riveters, one holder-up, and three boys. Two boys were stationed at the /ire or portable forge, and one with the holder up. This boy's duty was to receive the red-hot rivet with his pin- cers from the boy at the forge, and insert it in the hole destined for its reception, the point protruding about an inch. The holder-up immediately placed his heavy hammer against the head of the rivet and held it firmly there, while the two riveters assailed it in front with alternate blows, until the countersunk part of the hole was filled up, alter which the protruding head was cut off smooth with the plate ; the whole operation scarce occupying a minute. In riveting the double part of the ship, the holder-up and his boy were necessarily in the in- terior part of the tubes, and passed the whole day in the narrow space between (2 feet 10 inches wide) in the total darkness, except the glimmer afforded by a single dip candle, and immediately under the deafening blows of the riveters. There are two large holds, to be devoted exclusively to cargo, one at each end of the cabins. They are botli 60 feet long, and are the whole depth and breadth of the ship ; each is capable of holding about 1,000 tons of cargo. The total quantity of space appropriated to cargo will be regulated entirely by cir- cum6tance&. It would be quite easy to stow 6,000 tons ia the hold and various other unappropriated places. The crew and officers are berthed fore and aft. The captain has a splendid suite of rooms on deck, within easy distance of the paddle-boxes. . , . The Great Eastern has twenty ports on the lower deck, each 5 ft. square, to receive railway-waggons. They are 5 feet above the water level when the vessel is loaded, but are perfectly water-tight. The bulwarks are 10 feet high forward, and slope down to 4 feet 9 inches amidships. The massive wrought- iron deck is covered with teak planking, placed about 6 inches distance from tight inner partn ever j if the 'trans^ ship t dividi [exist, the c: office forms [36 ft. every cross ueck '. webs aspos Sever! every resist! horses outsidi which by2f or two 27 fee others I decks, plates half ai the coi lbs. Oil apart, inches THE GREAT EASTERN. \^ med from with 100 istructioii) ihe many nen were r-up, and I one with h his pin- reception, tlaced his while the mk part of looth with ireting the in the in- 3 between ded by a riveters. ie at each epth and •go. The y by cir- id various -e and aft. nee of the t. square, when the feet high wrought- ince from the iron. The weight of the whole ship when voyaging, with every contem- plated article and person on board, will be not less than 25,000 tons. I^ONcrlptlon of the Hull. The ship is divided by transverse bulkheads into twelve perfectly water- tight compartments below and nine above the lower deck, so that, should the inner skin by any chance be fractured, the water would only flow into that com- partment where the damage occurred, and no danger to the ship would arise if ever two of these compartments were completely filled with water. Mc — lif the ship were actually cut in two, both portions would float. Besides thes 'transverse bulkheads, there are two others which extend from the bottom of the- 1 ship to the upper deck, and run longitudinally for a length of 350 feet, thus dividing the ship transversely into three separate compartments. Where these M exist, the machinery, boilers, and coal are placed below the lower deck, and 2 the cabins above. Forward and aft the space is devo'ed to cargo, rooms for officers and crews, chains and capstans. There are also two tubular iron plat- forms, extending from the gunwale to the longitudinal bulkheads, which are ::':' 36 ft. apart, and running right fore and aft. These are connected together about 'i; every 60 ft. by iron platforms, 7 feet wide. The bow and stern are plated right fe' cross. To the construction of the bow great attention hds been paid. Every deck has been plated across for 60 feet,'and several ".on platforms and vertical webs have been inserted between the two skins to make the ship capable, as far as possible, of resisting any impediment, such as ice, which it may encounter- Several iron platforms and vortical webs have been placed in the sterns, and every thing that forethought could suggest has been done to render it capable of resisting the constant vibration of the screw, which represent a force of 1600 horses constantly trying to shake it. The iron plates, of which the whole of the outside skin of the ship is made, are | ol an inch thick, except the keel plates which is one inch thick. The average size of tf ese plates, is about 10 feet long by 2 feet 9 inches wide, each plate weighing about 825 lbs. There were one or two enormous plates required lor the sternpost and keel, two of these were 27 feet long by 3 feet 3 inch wide, 1^ inch thick, weighing about 2 tons, the others were 25 feet long by 4 feet wide, and 1^ inch thick. The tubular iron decks, running along the top of the ship, are composed of double half inch plates at the top and bottom of the tubes, and webs 1 foot 9 inches deep and half an inch thick, running between them. The total number of plates used in the construction of the hull is about 30,000, of an average weight of nearly 600 lbs. each. Rivets, 1 inch and | inch diameter, have been used about 3 inches apart, where it was necessary to make it watertight, in other places from 4 inches to 8 inches. Assuming 60 rivets were used for each plate, the totai ifc«g'gJ!htt-^"^A.-.. .. ■ -. . 'i^mm^ 8 THE GREAT EASTERN. :;' /J (I) .! ••« t - t ■ I i \ number of rivets used would be nearly 2,000,000. These were all inserted and hammered while at white heat. The total weight of iron in the hull is about 8,000 tons. The time oceupied in il§ eonstruction.— On the first of May, 1864, the building of the Great Eastern commenced, and in August, 1859, it was completed. Thus occupying the space of 5 years and 3 months in its construction, one year and five months more thaa "vas required for the erection of the Britannia Tubular Bridge. The mere painting of the vessel, slight as the fact may appear when mentioned, involves a labour of no common magnitude, for the painted surface of the ship is, inside and outside, nearly 120,000 square yards in extent, or more than 24 acres ! Ocean steam navigation seems to be indebted for almost every thing to Brunei ; he was the architect of the Great Western, the first steamer that crossed the Atlantic ; also of the Great Britain, the first nteamer in which the screw proved its preeminence over the paddle, and in which iron showed itself preferable to wood, and now he completes his work by building a vessel capable of performing the circuit of the earth by means of steam. The magnificent range of saloons and sleeping rooms are divided into different sets or " hotf:ls," between which there is no communica- tion except by the upper deck. Each hotel has its own saloons, bedrooms, kitchen, and bar, and is conducted independently of the other. It is only by some such arrangement that 4,000 guests could be properly served. The sleep- ing rooms are 14 feet long, by 7 or 8 feet wide, and about 7 feet high. If nothing else had influence, thi^ would make the Great Eastern popular. In most large steamers it is the sleeping cabin that is the discomfort. The main cabin is generally large and airy, the table perhaps better than many passen- gers have on shore, — it is in the berth that they find discomfort. It will require between 40 iintl 50 servants, to work 6 hours a day, merely to arrange the sleeping apartments. IVoah'M Ark and tlie Great Haiteru. — The following is a compa- rison between the size of Noah's Ark and the Great Eastern, both being con- sidered in poir.t of tonnage after the old law for calculating the tonnage. The sacred " cubit," as stated by Sir Isaac Newton, is 20*625 English inches ; by Bishop Wilkins, 21'88 inches. According to these authorities the dimensions are as follows : — Sir I. Newton. Bishop Wilkins. Great Eastern. ~ iglish Feet. English Feet. English Feet. 615-62 6470 680 85-94 9M6 .. 830 51-56 54-70 .. 60-0 46408 492-31 .. 630 2 18,231 58-94 21,761 60-94 23,092 25-94 Length between perpendiculars Breadth Depth.. Keel, or length for tonnage .... Tonnage according to old law. , . ^ ilL 3fllMf# ifiilip^C'^ . * nserted and ill is about St of May, 1st, 1859, it anths in its he erection light as the magnitude, OOO square »ems to be the Great sat Britain, he paddle, ipletes his J earth by rooms are )minunica- bedrooms, is only by The sleep- it high. If )pular. In The main ny passen- vi]\ require rrange the s a compa- being con- ge. !5 English srities the at Eastern, ^lish Feet. 6800 83 60-0 630 2 092 25-94 J^ of ie ihe ^nt tie jlty 'tie A. Boata. I. Shrondt. B. Small Steameri. J, Capataos. C. Skyliffhtfl. K. BtceriDg-Wheel. D. C4ir.panion. L. 8ta;8. E. Fd M. Ci PLAN OP THE UPPER DECK OP THE // E. Pu ncls. O. The 8poBf«n. Z. Tunnels through the Coal Bunkers. T. Coal Bunkers. 1. Propeller Engine. PLAN SHOWING THE ARBANGEMENT OP THE MACHIH n. Paddle-wheel. 2. Cook Hoase. r.oNGlTUDINAL SEXTHON OF THE GREAT EA8TEPT7, ! HO^ D. Companion. L. Stays. E. Funnels. M. Catheads. F. Captain's Cabin. N. FaddleBoz. 0. Lover Tards. 0. Sponson. B. aaflk. [E UFPEB DECK OF THE OBEAT EASTERN. V T PAS8EN0EB ACCOMMODATION OP THE GIIEAT KASTEBN. .n — I — *v-^ 'Citi& . Paddle-wheel. Cook House. V. Carpo. 8. Paddle Engino-room. W. Screw Propeller. IGEMENT OF THE MACHINERY OF THE GREAT EASTERN. X. Rodder. T. BoUen. E GREAT EA8TBP»7, ||hOWING THE INTERNAJi ARRANGEMENTS, i I '^w.**^' '•^ J 3rd, wa] the thoi diss tot] ace to 1 SUC( feet tim< cra( till casi for prei fron of a Thi mei ^^- /' M 'm^.^j^^f THE GREAT EASTERN. In 1837, tho " (inicAT Wkstkrn," (under tho auspices of Isambaid Kingdom Brunei, Eflqr.,— the father of transatlantic navigation, and whose triumphs in ateam navigation have given him world-wide celebrity), was comp'eted, mea- suring 236 ieet in length by 36 in width, of 1,350 tons, with two engines, 226 horse power. The germ of the Great EaHtera was thuM evidently grafted on thai gentleman's fertile and versatile brain. After this the '^ Duke of Welling- ton," 240 feet in length by 61 in breadth. Then the " British Queen," 275 feet in length by 61 in width. Then the " Groat Britain," 322 feet by 61. Then the " Himalaya," 370 feet by 43. At the time of her construction she was the largest iron screw steamer in the world, and the finest specimen of the applica- tion of the screw-propeller. This noble vessel conveyed 418 tioops and 372 horses from Liverpool to Constantinople, a distance of 3,620 miles, in a little over 12 days, although she partly lay-to through stress of weather between Cape St. Vincent and Gibraltar. Then the " Persia" was launched, and astonished the world by her noble proportions, and eventually by her splendid speed. She was 390 feet in length, and 46 in width,— the largest paddle steamer afloat. She has made the journey to America in less than 10 days, the quickest passage on record. Ijaiiiich. — The first attempt, which was made on Tuesday, November 3rd, 1857, to launch this stupendous vessel, by letting her sideways down the ways into the river, proved unsuccessful, from the breaking away of a part of the ingenious construction, owing to the enormous weigtit of the ship. The thousands who flocked to see the Great Ship make her first plunge, were vastly disappointed by the monster of the deep remaining fast, and refusing to take to the water ; and Mr. Brunei was blamed on all hands for a failure which the accusing parties did not understand, and which they Avere entirely incompetent to mend. The attempt was renewed again and again, but with very little success. On the 28th of November the vessel nxoved some five and twenty feet, and it was evident the launch was mere';' a work of time. For. some time this queen of the seas had remained sulky and silent, firm in her two cradles, and seeming to frown contemptuously upon the gazing crowd below ; till at length, by varied manoeuvres, she was coaxed into a good humour, and casting her hesitency to the winds, she at once made up her mind, for better or for worse, to be united to her expectant and wooing partner. The breeze gently pressed her bosom with a farewell kiss as she placidly and majestically glided from our shores for ever into her future home, amidst the hearty congratulations of assembled thousands, who witnessed the consummation so devoutly wished. This long-look ed-for event took place January 31, 1858. When the announce- ment '' It's afloat" was made, it drew forth the most hearty cheering from the ; -^^ . ,W w THE GREAT EASTERN. I \ vast multitude, and when tlie mighty sliip was been gliding smoothly as a Bwan 10 her mooringo the choerinly, mortally by loss of 3 impossible rcumstances lively small jptford, and el of cabins; f testing her a charge of e air, it may considerable d every one fnt accident the certain be gathered 1 navigator^ die -box and afloat could ive survived whatever has and every ; whilst in 'e, as one of ig overhead There was k as before^ vn open to material. —Extent.— Accommodation. Length (between perpendiculars) 680 ft Length (on the upper deck) 691 ft Breadth 83 ft Breadth (across the paddle-boxes) 118 ft Depth (from deck to keel) ... 58 ft Depth of hull .• . 83 ft Number of decks 4 Number of masts 6 Number of boats 20' Quantity of canvas under full sail 6,500 sq yds Weight of ship, with machinery, coal, cargo, &c . . 26,000 tons Draught of water at that weight 30 ft 6 in. Draught of water unladen 15 ft 6 in. Number of anchors ' 10 Length of chain cable 800 fathoms, or 4,800 ft Weight of anchors, cables, &c 253 tons Nominal horse-power of paddle engines 1,200 Number of boilers for paddle engines 4 Weijjht of each boiler 50 tons Number of furnaces for paddle engines 40 Nominal horse-power of screw engines 1,600^ Number of boilers to screw engines 6 Weight of each boiler 57 tons Number of furnaces to screw engines 72 Plates of iron used the in construction of the hull, . 30,000 Number of rivets used in fastening the plates. . - . 3,000,000' (One million more than were used at Britannia Tubular Bridge.) Weight of iron used in the construction of the hull, (about). 10,000 tons (1,366 tons less than used at the Britannia Bridge) ' Number of auxiliary engines Ditto donkey engines Number of screw steamers abaft paddle boxes . . Length of screw steamers Nominal horse-power of ditto Thickness of iron plates in keel Thickness of iron plat in the skin Thickness of plates in the bulkheads Thickness of iron deck , 4 10 2 100 ft 40 1 inch I inch ^ inch n inch ■m, 14 THE GREAT EASTERN. ?3^ I /N n Pai§engcr Accommodation. 1st class, 800 ; 2nd class, 2,000 ; 3rd class, 1,200 ; total 4,000 Accommodation for troops alone, about 10,000 Number of Saloons 10 Length of principal Saloon 62 ft Width of ditto 36 ft Height of ditto 12 ft Length of berths 14 ft Width of ditto 10 ft Height of ditto 7 ft Steam Power and Engines. The distinguishing feature in the character of the Great Eastern, in addition to her vast size, is the combined application of steam power through the paddle- wheel and the screw. The engines are very considerably larger than any hitherto made for marine purposes, and their actual power will be very far greater than their nominal power. The vessel has ten boilers and five funnels, and each boiler can be cut off" from its neighbour, and used or not as desired. The boilers are placed longitudinally along the centre of the ship, and entirely independent of each other. Each boiler (weighing 45 tons) has ten furnaces, and that gives to the whole the large number of one hundred and twelve fur- naces. The engines for the screw-propeller are of 1,600 nominal horse-power. They were made by Messrs. James Walt and Co., Soho Works, Birmingham, and are supplied with steam by six of the boilers, working to a force of upwards of 5,000 horse -power. The screw-propeller, 24 feet in diameter, with fans or vanes, the largest ever made, is placed in the stern of the vessel, and is wor- ked in the usual manner. The shaft is 150 feet in length and weighs 60 tons. Among other improvements, the screw-engines are furnished with " Silver's patent marine governors," which have been constructed and fitted by his agents, Messrs. J. Hamilton and Co., engineers, Glascow ; and, as their duty will be to regulate the supply of steam in accordance with the required power as the ship may pitch or roll about in a seaway, all danger of accident to the machinery and v\aste of steam arising from what is usually termed the '* racing" of the engines will be avoided, and a uniform propulsion of the ship through the watir Will be secured. The want of such an appendage to the marine-engine has long been felt ; and, indeed, it is remarkable that, while the smallest stationary engine has long since been provided with a governor to re- gulate its speed according to the amount of work imposed upon it, the marine- \ T ■'■43 ^ THE GREAT EASTERN. 15 4,000 10,000 10 62 ft 36 ft 12 ft 14 ft 10 ft 7 ft 1, in addition 1 the paddle - er than any 1 be very far five funnels, 3t as desired. and entirely ten furnaces, i twelve fur- lorse-power. Birmingham, } of upwards with fans or and is wor- ighs 60 tons, th " Silver's fitted by his 3 their duty uired power cident to the termed the I of the ship lage to the it, while the irernor to re- the marine- engine has hitherto been left exposed to all these sudden changes of resistance by the screw or paddle rising out of, or dropping into, the water ; that its move- ments are necessarily rendered exceedingly irregular, and frequently in rough weather give occasion for much uneasiness as to its safely, to say nothing of the actual wear, tear and waste of steam it thereby sustains. The paddle-wheels, the diameter of which io 67 feet, with means provi- ded for reducing the diameter, are worked by engines constructed by Mr. Scott Russell : they are direct-acting, with four oscillating cylinders, each 17 feet long, and 6 feet 2 inches in diameter. The stroke is 14 feet. These en- gines have a force of 1,000 nominal horse power, capable of being worked to 3,000 horse power the steam being generated by the remaining four boilers : they are constructed on the disconnecting principle ; can be used separately or jointly and both or either paddle wheels can be made run free of the engine or put in independent motion. The building of the paddle-engiues was commenced about the same time as that of the ship. They were originally put together in the erecting-shop. The time thus occupied was about twelve months. They were then taken down, and re-erected in the ship. The actual time thus consumed was about four months, independently of various delays which occurred : includingjhese, the building and erecting of the paddle-engines were going on simultaneously with the construction of the ship itself. There are also four auxiliary high- pressure engines, two of 10 horse-power and two of 25 horse-power. These engines are adapted to receive connections for working-pumps, and the neces- sary machinery for hoisting sails, weighing anchor, and other laborious tasks usually performed by sailors. There are besides thirteen small engines for filling the boilers and doing other work. Propeller. The Propeller Shaft intended to move the screw itself, is 160 feet in length, and weighs 60 tons ; the after length of this shaft are 47 feet long and weigh 35 tons, w^as made at the Lancefield Forge ; this portion of the shaft is the heaviest piece of wrought iron in the ship. The other lengths of the Propeller Shaft, consisting of different pieces, each 25 feet long and 16 tons weight, were made in London for Messrs. James Watt and Co., the Builders of the Screw Engines. The Screw Engines designed and built by Messrs. James Watt & Co., of the Soho Vvorks, are horizontal direct acting engines of Nominal Horse Power 1600 Number of Cylinders 4 Diameter of each Cylinder ... . . 84-in. Length of stroke 4-ft. Number of revolutions per minute 60 ^■*' ■■■,-. iO.'. '75 16 THE GREAT EASTERN. •1 ^ H These are the largest ever made for marine purposes ; and, as in the case with the paddle cylinders, each of the four is in itself a complete and separate engine capable of working quite independent of the other three. The combined Screw Engines work up to an indicator power of 4,600 horses of 33,000 lb. when working at 45 strokes a minute with steam in the boiler at 151b., and the expansion ralve cutting off at one third of the stroke, they are however made to work smoothly either at 40 strokes per minute, with steam at 251b. without expansion, or at 55 strokes a minute with the expansion cutting off at one fourth of the stroke. Under these circumstances they will be working at the tremendous power of 6,500 horses. The IScrcAV BollcrM. The Boilers for the Screw Engines are similar to those for the paddle engines, but a trifle larger and heavier. They are ten in number, and the whole are so arranged that all or any of them can be used with either set of engines. The weight of the screw engines and boilers is 1500 tons. To com- municate between the different stoke holes and engine rooms there are two per- fectly watertight tubes, 6 feet high and 4 feet wide, running through the ship the openings into which can be closed by watertight doors. Through one of them the various steam pipes go, and the others are used as a passage for the Engineers and Stokers. There are ten Donkey Engines to pump water into the boilers, and two auxiliary high pressure engines of 70 horse power, these are connected with the screw shaft so as to enable them to drive the screw, if neces- sary, when disconnected from its main engine. The Paddle and Screw Engines when working together, at their highest power, will exert an effective force of not less than 11,500 horse power, or sufficient to raise 200,000 gallons of water per minute to the top of the Monunent in London. The ScrcAV as a Steant-llffotor. In the year 1785 Joseph Bramah, the inventor of the hydraulic-press, locks, &c., took out a patent for an engine and a propeller for vessels, which he described as being like a smokejack, and which he called a " screw-propeller." This is the first mention ever made of this excellent contrivance. It was never tried ; but the merit of its first invention was due to Mr. Bramah. Other patents were taken out after this ; and Littleton, Shorter, and Brown, and Mr. Stevens, an American Gentleman, worked a boat with a contrivance of a similar nature. On the 19th of July, 1830, Capt. Erricson, of the Swedish Navy, patented an arrangement of the screw-propeller, and, after making a variety of experiments in the Thames, but which were rot sufficient to induce our Government to adopt his plan, he went to the United Stales, where he successfully applied his ecr Pe 18! vei ac irni me 1^' !*• f ;, "mm^j!^ THE GREAT EASTERN. 17 IS in tho case ' and separate 4,600 horses the boiler at •ke, they are irith steam at ision cutting 1 be workina: rthe paddle ber, and the either set of 8. To corn- are two per- agh the ship rough one of jsage for the ater into the er, these are w, ifneces- ew Engines live force of )ns of water :)ress, locks, I which he propeller." I was never her patents r. Stevens, lar nature. )atented an xperiments ernment to applied his 4 screw-propeller to a number of vessels. On the Ist of May, 1836, Francis Pettit Smith obtained a patent for improvements in a screw-propeller, and in 1839 a company was formed for carrying out his plan. In 1845 the largest vessel that had then been constructed — the Great Britain — made her first voyage across the Atlantic, having been fitted with the screw-propeller and built of iron. Since then the screw has been adjusted in vessels of every size, in both mercantile craft and ships of war. The idea of combining the paddle and the screw in the same vessel is due to Mr. Brunei. Why it should not have occurred to any one before is difficult to see now ; but the simplest conceptions are the property of great minds alone. The Screw Propeller antl Engine. The screw propeller which is 24 feet in diameter and 44 feet pitch, is the largest ever made. The four fans wen cast separately, and afterwards fitted into a large cast iron boss. The weight of this screw is thirty-six tons. Milliliter or Auclioi'iii. The number of anchors is ten, and the prodigious weight of them, and the 800 fathoms of chain-cable necessary for their service— together Ji53 tons — is in proportion to the other items. The vessel will draw 32 feet of water when laden, 23 feet only when light. The speed of the vessel was estimated by Mr. Brunei at fifteen to twenty knots an hour, without diminution or cessation, under any weather, which would accomplish the voyage between England and Australia, via the- Cape of Good Hope, in about thirty-three days, and to India in about thirty days ; half the time occupied by the fastest clippers afloat. Her Caiiva$<. The arrangements effected for the propulsion of the vessel, besides the aid of steam power, are as follow : — She has six masts (three of the masts are of hollow wrought iron, and three of wood), the two principal being crossed by yards, as in a line-of-battle ship, the remainder being schooner-rigged ; there are upwards of 6,500 square- yards of canvas available. A bowsprit is dispensed with. Some notion of the size of the yards may be formed when it is slated that,, although in proportion to her size the ship is what is called jury-rigged, her main yards are 24 feet longer than were those of the Caledonia, the old first- rate man of war, which is now used for the well-known purposes of the hospi- tal-ship which lies in the river ofl' Grenwich. * , ' v Her l§>aloon§ and Cabins. ; 'j,| The chief saloon, which is situated forward of the engine-rooms, an advaa- ' tage not usual in other ships, ii« 62 feet long by 36 feet wide, and 12 feet high ; J 8?-. ■ IS THE GREAT EASTERN. • I J t- n. •si adjoining it is the ladies* cabin, 20 feet long. The arrangements for ventilating and lighting the lower cabins from the skylight above necessitated the railing off of open space on each side of the saloon. Besides this, two of the enormous funnels find their way upwards through this room. These peculiarities all pre- sented considerable difficulties to be overcome in the decoration. The open spaces on each side are treated as arcades, resting on light iron columns ; and between these are ornamental balustrades, also of iron, of every delicate design. Both these were cast by the Coaltrookdale Iron Company, and are beautiful specimens of their work. This ironwork is all treated by a peculiar process in imitation of oxydised silver relieved with gilding. Above are the columns which support, by means of brackets, the iron beams of the fhip. There is no attempt at concealing these, but they are decorated alternately in blue and red, the under side being gilt. The spaces between these beams are divided into panels which are very lightly decorated in colour and gold. The walls are hung with a rich pattern in raised gold and white, divided into panels by green stiles and pilasters in imitation of oxydised silver, to cor- respond with the columns. The two large fuimel casings, which occupy considerable space in the room, are octagon in plan. The four larger side of these have been covered with mirrors, which continue the perspective of the saloon, and almost do away with the appearance of obstruction which before existed. On the four smaller sides, at the angles, are arabesque panels ornamented with children and em- blems of the sea. Mirrors are also placed on the large airshafts at the sides of the saloon, and on each side ol diera are other arabesque paintings with children personifying the arts and sciences connected with the building and navigation of the ship. There are portieres of rich crimson silk to all the doorways ; and the car- pet, of which the pattern is simple, the prevailing colour being maroon, aesiets in giving effect to the other decorations. The sofas are covered with Utrectht velvet, and the buffets are of walnut wood richly carved, the tops being of a fine green marble. A very peculiar feature in this unique soloon is the mode by which it is lighted and ventilated at the sides — by largo openings railed off with gilt balus- trades, and reaching to tj;ie upper deck, where they are met by skylights, which can be left up or down at pleasure. Besides the great additional light which these openings give, they are invaluable as securing at any moment currents of fresh air — a luxury which will only be fully appreciated when the Great Eastern is steaming majestically across the Indian Ocean with her living freight of some ■ *■■•* \ imi..[.u.M.immmmmmm i^S**-- m^sam-- THE GREAT EASTERN. 19 )r ventilating d the railing he enormons rilies all pre- i. The open )Iumn8 ; and icate design, are beautiful ar process in 3t8, the iron jiit they are The spaces ly decorated lite, divided Iver, to cor- pace iu the Ben covered lost do away four smaller en and em- saloou, and jersonifying the ship. ind the car- oou, assists :e of walnut which it is I gilt balus- ghts, which light which t currents of eat Eastern ght of some 4 i eight or ten thousand passengers for Calcutta. Next to this imperial saloon is another and still longer one, which is to be appropriated to the ordinary firet- class passengers, the other being exclusively devoted to the extra first and the ladies. Around these two principal saloons the sleeping-berths of the passen- gers are skilfully arranged, the amount of accommodation being regulated, ol course, by the price paid for the passage. But it is hardly fair to call them mere berths, seeing that they are, generally speaking, rather suites of apartments, comprising sleeping, sitting and dressing rooms, all self-contained, and offer- ing to females as complete seclusion as if they were in their own horne.'^. Tlie «mallest of these bertlis is larger than the best cabins in any other vessoi ; and they have the peculiar advantage of being at least double the heijht, and pos- sessing most ample and ready means of ventilation. The cabins are not all arranged alike, but some are constructed as " family cabins," and some in the usual " two-and-two " fashion ; whilst others, by a combination of both the above styles, can be turned into a suite of one large and two small ones, making up eight bed places altogether, all opening into eacli other, and capable of being shut out completely from the passage and the rest of the ship. Each family cabin measures 18 feet by 7 feet 6 inches, and is 7 feet 6 inches high, and is furnished with every necessary convenience. The berths are so constructed that by a very simple process they can be made to collapse and fold together against the sides of the cabin, leaving a space of six inches between the two, so as to admit of stowing away the bedclothes ; this done, curtains are drawn across, and so kept until night, the consequence bein"- not only that the bed arrangements are entirely concealed all day, and the cabin turned into a snug little drawing-room, but that space is gained equal to about one-third of the whole area. The tables are so arranged as to be capable of extension or diminution in size. The cabins are floored with oilcloth, with Turkey rugs above. Under one of the settees is a bath, which can be easily supplied with hot, fresh or salt water, by the aid of what are called the " donkey engines " or some of the multitudinous shaftings which are to work e very thin"- all over the ship. Some idea will be formed from this attempt at description of the accommodation for passengers afforded by the vessel and which are carried out on much the same scale in every class and department, the difference con- sisting nearly in the degree of plainness or ornamentation as the case may be. The Upper Dock. The deck of the ship is double or cellular ; and its strength which is very great to a considerable degree depends upon its construction which is on the plan of Stephensons great work, the Britannia tubular bridge. The formation is in this way : there on two haf 1 inch plates at bottom and two at top and those 2* ■ 1^'ift ■■^-^^■l II ! S ». ' » *'% 80 THE GREAT EASTERN. are supported by webs the whole running the length of the ship so that the deck which is of teak planking placed over the top plates forms the upper surface of the tube. The bulwarks which add considerably both to the height and symmetrical proportions of the vessel, are 9 feet 6 inches high forward, and slope dov.n to about 5 feet high, amidships and aft. The upper deck runs Hush and clear from stem to stern for a breadth of about twenty feel on either side, thus affording two magnificent promenades for the passengers just >;ithin the bulwarks. These promenades are rather more than the eighth of a mile long. Four turns up and down either side of them exceed a mile by 256 feet. Between the two side promenades of the upper deck, are low bulwarks to which are fixed the sky lights of tiie large saloons for passengers. These saloons are forty-two feet wide, and nearly sixty feet long, the longest being one hundred feet, and there are deck gangways connecting the side promenades, between each of them. This deck has been planned to be of such strength, that if the ship were taken up by its two extremities and the entire weight the vessel is ever to carry were hung upon its middle, it would sustain the whole by its unaided powers of resistance. Ilor !<.easfoin,'s;' <(iiiiIiti(^H. The easy motion of the ship may be understood when I state that many ot the passengers spent the whole day on the lower deck playing skittles. Another proof of the extraordinary ease with which the ship rolls is the fact that several tumblers stood the whole day and night on a polished marble table in the smoking room without being thrown down. * * * A moderate swell rolling across the bosom of the Atlantic the great ship acknowledging its presence by rolling very easily and in a most dignified manner or as the sailors express it " taking her time about it " • * * The ship is labouring under every dis- advantage being some six feet by the stern and having a very foul botlom which with the deficiency of steam tends materially to decrease her speed * * * [The " decrease " here spoken of refers to a 5 lbs pressure taken oflTthe safety valve previous to leaving Southampton.] * * It is worthy of remark that there has been a total absence among the passengers of that terrible nausea sea-sickness ; for during the whole voyage we have not had one case even among the ladies. The paddle engines had a pressure on their boilers of 201bs and the wheel was revolving 12 times per n:.dnute. The ship was headed to the Westward and there was experienced for the first time the heavy ground swell, and for ever set at rest, if such was ever entertained by any individual on board that a ship can be built large enough to resist the swell of the ocean * * /4 T d( V..§0^-4'^'^;.mdt^ ••^J '% 'M THE GREAT EACTERN. SI that the deck )er Nurface of symmetrical jpo down to i breadth of )menade8 for rather more iidc of them bulwarks to jers. These mgest being promenades, 3 ship were 3ver to carry ided powers lat many ol es. Another that several able in Ihe ivell rolling presence by express it every dis- Jtlom which * * * [The lafety valve there has a-sickness ; the ladies. the wheel Westward ind swell, individual le ocean * * 4 The whole day she has been rolling about 25 degrees each way proving beyond doubt that she can roll much the same as an ordinary vessel in tlie event of encountering a heavy sea " * Unsecured articles of furniture replace themselves with wonderful alacrity and two of the saloon chandeliers suddc " sought the deck in unceremonious haste. ' But duo allowance must be made lor the empty state of ho: inside. Rate of Suilliitf. The "big Ship" performed the distance between Halifax and Milford Haven " 2357 miles less diiVereiice of time in 168h. 45m. or 13. 95 knots per hour being nearly 16 statute miles. Received a visit at New York from Mr. Jacobs (the Wizard) ; among his friends was one " old English gentleman " whom we had invited to view the Great Eastern by moonlight. Never shall I forget his extacy when ho stood upon her spacious quarter deck ; but after ascending to the top of the paddle box "hold my hat and stick " said he and down he went upon his knees, his white hair glistening in the moonlight and with hands clasped he exclaimed : " This is the proudest moment of my life ! God I thank Thee that I am an Englishman." Log of ihe " Great Eastern'^ for 1860. The actual distance from Milford Haven, the Company's starting point, to Port Philip, is some 12,000 miles, if no ports be touched at. A speed of 15 knots, (or 18 miles) an hour, would take the Great Eastern to the gold colony in about 32 days, and a ship of this capacity can carry 12,000 tons of coals, quite sufficient, it is stated, for her consumption on the outward and homeward voyages. In order to compensate for the loss of weight caused by enormous consumption of fuel, and to maintain an emersion of the paddles the coal will to a certain extent be replaced by water pumped into the water-tight compart- ments forming the ekin of the ship. At ^ew York. The number of persons who visited the ship on her first voyage to New York was .64,754, realizing about $83,296, or nearly £17,000. The greatest number in one day was 16,817, and the least 1,627 persons. The AeM> York Herald says :— The Great Eastern has had a favorable time in this country. She has cleared thousands of dollars since her arrival, and if she should remain here for a few months, she will clear many thousands more. This is the great theory of the " big ship." The Great Eastern in the Mersey. The following note of the voyage of the Great Ship appeared in the Daily Post '^{ 5th June, 1861. It is from the pen of Mr. George Vandenhoff, Junr., eon of the distinguished tragedian, and himself a cultivated disciple of Thespis. ds THE GREAT EASTERN. I (> I i The writer luis for many years given up the stage and practised the law in the United States. It may be added that this is a return to 'lis " old love," as lie was, when quite a young man, Solicitor to the Mersey Dock Board : Tlic Ciircut EaNterii. A NOTE OF THE VOYAGE. FROM (iEO. VANDENIIOFF, ESQ. You tell me a few notes jolted down about our passage might interest your readers. I give you what I dotted down at the time. Sat., 1st June. Lat. 49.30, Long. 21.11 W. — Here we are, seven days out from New York, 450 miles from Cape Clear, going along at the rate of fourteen knots an hour, as smoothly and steadily, and with as little sensation of move- ment as if we were seated in the easiest-going ijarriage, patent springs and axles, in the world, on the best and loveliest of Macadamized roads. And the fact is, that the Great Eastern has macadamised the sea — taken all its ruts and rolling ground out of it — made it as even as a carpet, and entirely done away with all the " ups and downs " of the Atlantic Ocean travel. Sea sickness is no more ; squeamishness, and before breakfast qualms are unknown ; n tman, '< nor woman either," is in Tnnculo^s case any more, for every one's hicuaJa is constant ; and the only danger is, that the whole of the company's profit on the passage may be devoured and swallowed up by the insatiable and never- by-any-chance-failing appetites of the " robustious " passengers. Sea air, you know, is a great tonic ; but, en revanche, there has always till now been sea-sickness to counterbalance the stomachic etlect of the air, by the anti- stomauhic " effect defective " of the jorkings and jumpings .i€rcan never enter. Those of the " other sex " M'ho have a penchant for engineering, will find ample occupation in inspecting the engines, which are worthy of the magni- ficent frame in which they are placed. Statistics as to the dimensions of pistons, pumps and cylinders, would only serve to embarrass the reader ; the curious in such matters will find all the information ready to hand in guide books innumerable. Viewing these enormous machines as they are at pre- sent, in glittering inactivity, wiil give the beholder a sufliciently forcible idea of the wonderful power which is latent in them ; and he will no doubt come to the conclusion that when they are at work impelling the noble ship through the waves, the noiseless movements of their vast and symmetrical proportions must be indeed the true poetry of motion. One of the most admirable features in con- nection with these ponderous machines is the facility with which they are made to respond *o the orders of the captain or the officer in charge of the deck. A telegraphic apparatus is connected from the bridge with all the stations of the engineers, and the most urgent orders can thus be instantly obeyed. This improvement is also carried out in connection with the steering of the ship. The great resistance to be overcome necessitates the employment of four steer- ing wheels upon the same axis, and the orders to the eight men at the helm are conveyed by an admirable system of dial signals. The compasses, the production of our townsman, Mr. .John Gray, are splendid instruments, and have proved invaluable. The population of the Great Eastern, supposing her to carry no passengers, is something considerable, amounting as it does to above 400 individuals. The THE GREAT EASTERN. '27 e JuAurious ship it», however, able to accommodate 800 first class, 2,000 second class, and 1,200 third class passengers ; besides having ample space for the stowage of coals (of which, when she is at pea, she consumes 300 tons a day), and an, enormous cargo. A visit to this splendid ship cannot fail to impress every one with profound admiration of the genius that designed, and the skill and perse- verance which completed such a structure. The Great Eastern, however unsuccessful hitherto in a pecuniary sense, is a ship which will be regarded' with unabated interest and pride long after the fleet of which she is the pioneer have carried our flag in every sea. On Saturday about 1,300 persons visited the ship, and on Monday as a consequence of the reduced charge for admission, the number increased, to ■ 3,500. On Tuesday there were 1,680 visitors, and this number would doubt- less have been largely increased but for the extremely unfavourable weather.. On Thursday there were about 7,000 visitors to the vessel. Special trips have been organised in Manchester and the large towns in the county, and several thousand persons have been conveyed to Liverpool by these trips in order to avail themselves of the favourable opportunity to visit the great ship. The largest number of visitors in one day was 17,000. The Great Eastern eliartercd by Ooveriiinent. The stay of the ship at this port will not be so long as was at first anticipated, for we learn that Government on Monday chartered the Great Eastern to convey two regiments of the line, comprising about 2,000 men, besides horses, to Quebec. Major Penn's No. 4 Battery, 4th Brigade Royal Artillery, now at Aldershott, was ordered to hold itself in readiness for immediate departure by, this vessel. It is thought that the Great Eastern will sail from Liverpool in about a fortnight. The " big ship" will be closed to the public after to day, when Messrs- John Laird, Sons, and Co., of the Birkenhead ironworks, will proceed to fit her up for the voyage. The Great Eastern will take out 2,144 officers and men^. 473 women and children, and 122 horses, which will consist of the fourth field battery of Royal Artillery, consisting of 7 officers, 220 men, 20 women, 25 children, and 110 horses; the 30th Regiment ; the 4th Battalion of the 60th Rifles ; and 4 officers, 102 men, 9 women, and 19 children belonging to various detachments of the Royal Artillery, 16th Regiment, 17th Regiment, 100th Regiment, and Canadian Rifles. The 30th Regiment, and the 4th Battalion of the 60th Rifles, each comprise 39 officers, 868 men, 80 women, 120 children, and 6 horses. The screw-steamer Golden Fleece sailed from Liverpool on Thursday to 6mbark at Dublin the 47th Foot, which is under orders for Canada. The fourth battery of the 4th Brigade of Artillery is commanded by Major ifiriiiiif^'-^^'-' " lili' n y. i ^8 THE GREAT EASTERN. M n Penn. The following officers are atl ached to the battery, viz, second captain, J.J.Smith; lieutenants, R. J. Walker, T. M. Hitchins, and R. K. Young. The artillery force at present stationed in British North America consists of four batteries of the 7th Brigade, two of which are at Quebec and two at Ha- lifax. ISlic (Sails for Canada.— Her Captain. The Great Eastern, under the able command of Capt. Kennedy, sailed from Liverpool on the 27th June, laden with troops for Canada. The ovation on her departure far exceeded that of her arrival. There were tens of thousands lining the quays and docks, who, as the Great Eastern glided majestically passed, with her decks covered with troops — the military bands playing fore and aft— thundered forth their good wishes to the Monarch of the Deep, which were returned with renewed vigor from her thousands of passengers and booming guns, presenting such a spectacle altogether unparallelled in the annals of maritime triumph. Capt. Jas. Kennedy is quite a young man, apparently not more than 30 years of age. This is not only his first trip in command of the magnificent vessel, but his first trip to the St. Lawrence. On taking command of his ves- sel, Capt. Kennedy resolved to handle her in just the same way as an ordinary vessel, and brought her across without the slightest difficulty, until the pilots took her in charge and skilfully took her into port. We may here observe that she swings freely with the tide ; and this was a point upon which some persons entertained doubts until they saw it effected. There is ample room, in her present berth, for three vessels of her size to swing with ease and safety — thus ■aflfording another proof of the superiority of the harbour of Quebec over any othsr into which the great ship has hitherto called. Abitrac't of the LiOg. June 27th, 1 p. m., left Liverpool, 28th, distance run up to noon, 300 miles ; 29tli, do. 302 do. ; 30th, do. 318 do. ; July 1st, do. 321 ; 2nd, do. 340 do. : at 4 a. m. passed R. M. S. " Arabia," bound east, lat. 50 N. long. 41 W., calm and dense fog throughout the day ; passed several icebergs ; 3rd, distance run, 320 miles ; passed several icebergs ; dense fog all day. 4th, 8 p. m., sighted Cape Pine Light j 9 p. m., dense fog ; standing by the engines, owing to so many vessels being in our track ; passed the American ship " Lizzy South- ard," bound in ; also the ship " Almeira," (2nd distinguishing pendant 4507.) 5th, distance run, 320 miles ; 8 p, m., St. Paul's Island abeam ; passed several vessels ; 2,30 p. m., passed S. S. " John Bell." 6th, arrived cflf Quebec at 7 p. m. w THE GREAT EASTERN. 29^ ec over any Throughout tbo voyage moderate weather and smooth water, but dense fog from 29th June up to 5th July. The Great Eastern was exactly eight days from the pilot was discharged at Liverpool till the pilots were taken on board at Point des Monts, and during all this time there were but 20 hours of clear weather. Cape Race was made in six days from Liverpool, but it was too thick to communicate with the shore.. ■^e^S^^SS^S^^ • » • * • • • * • • • 1 » • t • V t . . • • % « • t . • •• « IS^ 1'^ r,i r M I •'1 ■li: \ % 30 THE GREAT EASTERN, VISITOliS TO THE GREAT EASTERN Will find on Sale on Board London Stereoscopic Company's Views OF THE GREAT EASTERN. ALSO Hand Books, Guides, Photographs, Souvenirs, &c. WM. HICKMAN, EAIR CUTTER & DRESSER, WIG MAKER AND PERFUMER, 1^ Wo. 1, ST. JO^jEPII street, QUEBEC SAMUEL J. SHAW, IMPORTER OP MVY in I 11 ANP. JJSHIN(? TACKLE IN GREAT VARIETY, COAL *^(!)l'jt.;:.X AMPS, SHADES," GLOBES, &c. ' • - • * • . .' • • ..,!.. . • rrj^ rVo. 7, St. John Street, Upper Town and Corner of Sous le Fort Street, Lower Town. £ji THE GREAT EASTERN. 31 i£io (^2 wLq FABRIQUE STREET, sapiiijBgi.sijs^ SILK MERCERS, DRAPERS AND CARPET DEALERS. Visitors to tlie City arc respectfully informed that we receive weekly the latest LONDON & PARIS OUR ESTABLISHMENT BEING LIKE THE GREAT jE AS TERN ATTRACTIVE Hi SIZE, WILL WELL REPAY A CALL. !^. B. —Millinery and ]»lantlc§ alway§ on hand in quantities. Tl n H I as THE GREAT EASTERN. ^^s#*^iiiHfi AT 258, 259, & 260 Broadway, N. Y. This immense Summer Stock, the last we shall ofTer in this stand, will be closed out at a great reduction of prices, as we have concluded to clear out our entire Stock before removal. It consists of a large and complete variety of all the latest styles of SUMMER CLOTHII^G, SHIR T S9 FOR MEN AND BOYS. Those who have not yet completed their Summer Wardrobe, or strangers visiting the City, will find now a Splendid Opportunity to purchase their Summer Clothing, &c., &c., AT I^O^V PRIi^Eji^. DEVLIlSr, HUDSON & CO., cXfo^. 25§, 259, cuv^ 260 "Wloa^i^i^, col. (WalUJ>v SPl., Q^. *A|. i- m, THS. FOURNIER, 9, John (Street, (Avithout,) QUEBEC. Has constantly on hand an extensive assortment of jjilt and lacquered mouldings for Portraits, Oil Paintings and Picture Frames of all descriptions, — also — A large quantity of OVALS, richly mounted, specially for photographic Portraits, &c., &c. AT VERY LOW PII.ICES.-rOR CASH ONLY. v ^M:^ '■'''"wm'- THE GREAT EASTERN. 39 THE SUBSCRIBER IN IMITATION OF THE CHEAP FARE SYSTEM, HAS THE HONOR TO OFFER TO THE PUBLIC, AND STRANGERS IN PARTICULAR, DESIRING SOrVENIRS OF THEIR TISIT TO QUEBEC, IN CONNECTION WITH A SIGHT OF THE A LARGE AND VARIED COMPRISING Jewellery, Plated and Papier Mache Wares, Silver Goods, Watches, Clocks, &c., AT \ERY LOW CASH PRICES. C. J. ARDOUIN, 25 Fabrique Street, Facing Upper Town Market. M . B.— Watches, Clocks and Jewellery cleaned and repaired. JEWELLERY MADE TO ORDER. Quebec, July 17, 1861. f ."* . I .\t f^'^' \ l\ .«' 1^ > J"C' < <. H' n--: A' 'iv^«|"; ■„ . t- I ■•; r • r "t jj^r .h'^\ .t" //. "■i \.i .^fc^ "^i^^i^^^K., rv'^'^|j^ir^. :«' • \* ^Zi^, $2,'cV.A^^V>- M