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MICROCOPY RESOLUTION TEST CHART 
 
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 A /APPLIED Ifs/HGE Inc 
 
 1653 East Main Street 
 Rochester, New York 14609 
 (716) 482 - 0300- Phone 
 (716) 288- 5989 -Fax 
 
 USA 
 
/■ 
 
 7 
 
 %n %,ttOMi 
 
 Off 
 
 'THE GREAT EASTEllN," 
 
 , (The Largest Steamship in the World), 
 
 BELONGING TO TUB 
 
 EASTERNISTEAM NAVIGATION COMPANY. 
 
 Designed by Isambard Kingdom Brunei, Esq., F.R.S., F.R.G.S., F.G.3. 
 Ship and Paddle Engines, building by Messrs. John Scott Jius-irll, <V Co., 
 at 3Iillwall; and the Screw Engines, by Messrs. James Watt .j- Co., at 
 Birmingham. 
 
 In placing before our readers what we believe to be the 
 fullest and most accurate descriptioi) of the Leviathan steam- 
 ship, or as she is popularly called " the big ship," now buiUiing 
 in London, we shall avail ourselves oC the substance of a 
 document placed before the shareholders by the directors in 
 August, 1853, and a report from L K. Brunei, Esq., to the 
 directors, dated February, 1855, which has been dedicated to 
 his Imperial Majesty Napoleon III, the Emperor of the French, 
 and privately circulated. To this we shall add the fruits of a 
 personal visit to the ship within the last few days. 
 
 This vessel, which is not yet named, though it is rumoured 
 that she is to be called "The Great Eastern," is, without 
 comparison, the largest and most powerful steamship in the 
 world, as will be seen by the facts and figures we shall lay 
 before our readers. 
 
 It may be needful to say that the vessel is tiie property of 
 the Eastern Steam Navigation Company, which is incorporated 
 by royal charter, limiting the liability of shareholders, as 
 in Railway Companies. The capital of this Company is 
 £1,200,000, in £20 shares, with power to increase the sum 
 to two millions sterling. £8 lOs. per share has already been 
 called, and future calls can only be made at intervals of three 
 months, and not exceeding £2 10s. per share ; the shareholders 
 receiving four per cent, per annum on their respective calls, 
 
 fik 
 
 ^^ 
 
 f7 
 
3 
 
 until the vessels of the company comnnence sailing. The 
 company is under the following management: 
 
 COURT OF DIBECTORS. 
 
 Chairman— Henry Thomna Hope, Esq., of Ticadilly, and 
 Deepdene, Surrey. 
 S. Baker, Esq., Leadenhall street, and Tborngrovc, Worcester 
 Hon. F. H. F. Berkeley, M. P., Victoria Square. 
 E. Ladd Betta, Esq., Great George street, and Preston Hall, Kent 
 J. St, George Burk, Esq,, Porchester Terrace. 
 R. J. R. Campbell, Esq., Moorgate Street. 
 Captain R. Michael Laffan, R. E., M. P., St. James Street, and 
 
 Otham Lodge, Kent. 
 Robert M'Calmont, Esq., Phiipot Lane, and Eaton Square. 
 P. W. S. Miles, Esq., King's Weston, and Bristol. 
 Albert Robinson, Esq., Whitehall Place. 
 J. E. Stephens, Esq., St. James' Place. 
 C. R. M. Talbot, Esq., M. P., Cavandish Square, and Margam. 
 Engineer— I. K. Brunei, Esq. 
 Bankers— Messrs. Glyn, Miles, & Co. 
 Auditors— \\. W. Cargill, Esq., and J. E. Coleman, Esq. 
 Solicitors— Messrs. J. C. and H. Freshfield, 
 Secretary— John Yates, Esq. 
 Offices— 13, Gresham street, London. 
 
 The "Great Eastern," if we presume to call the leviathan 
 eteamshi|) of which we speak by this name, was designed by 
 Isambard Kingdom Brunei, Esq., F.R.S., F.fi.G.S., F.G.S., 
 •&C., &c. The ship and paddle Engines are building by 
 Messrs. John Scott Russell & Co., at Millwall, Poplar, and the 
 screw engines by Messrs. James Watt & Co., Soho, Birming- 
 ham. The principal dimensions of the ship, her capacity and 
 power, are as follows : 
 
 Length ^If^ 
 
 :Breadth .\"!.™.'!!."."1'.'.'.'.'.* !".'.".'.'!''! 83 
 
 Depth from deck to keel '."!!*.".''.*.*.*.*....'.*.''.'.'..'..'.*.'.'!.".'..'.'.'..* 60 
 
 Length of principal saloons Ann 
 
 Height of ditto ;";;;;; 15 
 
 Number of decks 4 
 
 j,o^^.H^- ; v.v.;v.v.v.v.z.v.v.!v.v.v.''22;56o'**tons. 
 
 luarries of coals and cargo 13 OOO " 
 
 Nominal horses' power Screw," 1,'600 horses 
 
 Ditto Paddles, 1,000 " 
 
 Cylinders for paddle engines 4 
 
 Diameter of cylinders in inches 74 
 
 Length of stroke 14feet6in. 
 
 Draft of water (loaded) 28 feet 
 
 (light) 20 " 
 
 Carries of first class passengers 600 
 
 " second class " 1,800 
 
 *' troops, with field equipments 10,000 
 
 Weight of iron used in the construction of the ship 10,000 tons. 
 
■« 
 
 ng. The 
 
 and 
 ter. 
 , Kent. 
 
 and 
 
 im. 
 
 ;-sq. 
 
 leviathan 
 ligned by 
 J F.G.S., 
 Iding by 
 , and the 
 Birming- 
 icity and 
 
 Feet. 
 
 , 680 
 
 83 
 
 60 
 
 , 400 
 
 ...... 15 
 
 4 
 
 OO tons. 
 00 " 
 OO horses 
 
 00 '« 
 
 4 
 
 74 
 
 1 fee t6 in. 
 B feet. 
 « 
 
 
 D 
 
 1) tons. 
 
 3 
 
 The Proprietors or ITie 
 
 Announce with pK'usure that their iirran-eineMts mv now 
 comnlete,— Mr. Cluirlesworth hiivincf heconio a resident 
 Euripean buyer. By this means their customers may 
 rclv on havini,' the Newest Styh>s in all Fancy (.oo.ls, and 
 Plain Goods on tlie best terms that ilu' various markets 
 cm afrord. 'IMiey feel confidence, therefore, in callm^r the 
 attention of the public to the following departments, and 
 respectfully solicit a call : — 
 
 DRESS GOODS. 
 
 G-4 and 7-4 Circassian Cloths, IMain and Flounced ^|n^^KCS, 
 
 G-4 and 7-4 Cobourgs, 
 7-4 Thibet Cloths, 
 French Merinoes, 
 
 <« all Wool Delaines, 
 3-4 Printed Delaines, 
 6-4 " Cashmeres, 
 
 Challis, 
 Fancy Norwich Dresses, 
 Muslin 
 
 Flounced Lama " 
 
 " Tissue ** 
 
 French Barlsge " 
 
 PRINTS. 
 
 New Tatterns,— Choice Styles,— and Fast Colours. 
 
 HOSIERY. 
 
 Cotton Hose, Merino do.. Cashmere .lo., Lisle Thread do Spj"; Silk 
 do Pearl Silk do., in all sizes ; Cotton Vests, INlenno do , Spun 
 '' Silk do. ; Cotton Pants, Merino do., Spun Sdk do., kc. 
 
 GLOVES. 
 
 Cotton, Thread, Silk, Albert, Eupatoria Transverse Silk and Lisle ; 
 
 White, Black and Colored IJorlins; White, Black and tancy 
 
 Coloured French Kid. 
 
 RIBBONS. 
 
 Fronch Siitin do. ; Coventry 
 
 Sar'^nct Bibhons, all Colours and Widths; Fronch ^iitin do.; movent 
 Ribbons, a choice .assortment; French llibbons, Tinsel Pubbons, 
 Black llibbons. Mourning llibbons, and Oriental llibbons. 
 
 Sheetings, 
 
 Shirtings, 
 
 Flannels, 
 
 Blankets, 
 
 Muslins, 
 
 Kegattas, 
 
 MANCHESTER DEPARTMENT. 
 
 Linen Damasks, Haberdashery, 
 
 " Huckabacks, Trimmings, 
 
 •« Diapers, Umbrellas, 
 
 Cotton » Corsets, 
 
 White and Coloured Jeans, Belts, 
 
 Ticks, 
 
 Small Warea. 
 
 Furniture Damasks, Moreens, Chintzes, &c., &c. 
 
 KYNDER & CHARLESWORTH, 
 
 32 & 34, King- Street East, Toronto. 
 
 /. 
 
4 
 
 It will be evident that such a ship as this, the first of a 
 series, as would appear from the prospectus of her owners, 
 must he unique in every respect. But before we speak o( tho 
 peculiarities of her construction, it will bo advisable to name 
 liio trade for which she was designed, and (he reasons which 
 induced so large dimensions. The court of Directors say in 
 their report : 
 
 The navigable iHstancea from Land's End to Port Philip are ns 
 follows, viz: ^lilgg_ 
 
 Via tlic Cnpo of Oood Hope j] 819 
 
 " Cape Horn * ' 12700 
 
 " Gibraltar, Malta, Alexandria, Aden, Point do Gal'le, and 
 
 Singapore, including transit through Egypt 12,034 
 
 " Panama, including transit across the Isthmus 12,078 
 
 It thus appears that the ocean route to the focus of Australian connexion 
 u'ith I'Airope, in the direct route, and it is also the route which has tho 
 advantage of being free from tolls, and the expense and delay of 
 transhipment, and that it will bo impossible for a smaller class of ships, 
 by any route, to make the voyage to Australia in so short a time as 
 your vessels. 
 
 It will therefore appear that Australia and India are to be 
 the ports to which this ship is intended to sail. The distance 
 to Australia and back, in round numbers, may be slated at 
 22,500 miles, which, though not quite exact, will show the 
 principle which has governed the magnitude of tho ship. We 
 have had many trials and large experiences in steam navigation, 
 and the result has proved that the size of the ship (when 
 steam is used) mu<t he in proportion to the length of the 
 voyaye. In examining this subject, Mr. Brunei has arrived at 
 the conclusion that the best established steam-ships, such as 
 the Cunardcrs for example, are of the proportion of one ton 
 register to one mile's steamins. Therefore, calculating the 
 voyage to Australia and back at 22,500 uiiles, he has designed 
 a ship of 22,500 tons burthen, or a ton burthen for every 
 mile to be steamed. And carrying out the experience of other 
 companies in coaling, he expects to realize the same result 
 on a large scale which has been proved on a smaller one, 
 and that thus he can coal the ship for the voyage out and home 
 at the lowest price of fuel, save the time hitherto lost in long 
 voyages in calling at ports by the way, make a direct run for 
 his destination, and realize a profit to the shareholders. On 
 this point also the directors speak. They say to the share- 
 holders — 
 
 The conditions indispensible to expeditious and regular steam voyages 
 from England to Australia or India, -which your ships are calculated to 
 fulfil, will be — 
 
11,819 
 12,700 
 
 12,034 
 12,078 
 
 PAISTTECHNETHEC-^. 
 
 KYNDER & CHAftLESWORTH 
 
 ResDectfuUy call the attention of the Ladios to the following Depart- 
 ments; which are being constantly replenished with the latest 
 
 Novelties: 
 
 MILLINERY. 
 
 A choice assortment of Parisian Styles in Bo'^"^*^' Cap^S' "''''^ 
 Dresses, Ladies' Hats, French Flowers, Feathers, Plumes, &c. 
 
 MANTLES. 
 
 Parisian and London Shapes, in every new material, both in Black 
 
 and Colours. 
 
 SHAWLS. 
 
 Barfege, Tissue, Grenadine, India, China Grippe, Cashmere, Paisley, &c. 
 
 SILKS. 
 
 Coloured Glacfes, Shot Silks. Plaid and CJ?eck Silks. Flounced Silks, 
 rverv rich). Moire Antiques and Poplins, Black Ulacfe, Uros 
 ^ Koyal, Ducape, Barathea, &c. 
 
 LACE GOODS. 
 
 Real Thread Laces. 
 
 Maltese 
 
 Honiton 
 
 Egyptian 
 
 Saxony 
 
 Wove Thread 
 
 Valenciennes 
 
 Limerick 
 
 Lace, T^abit and Collar sets. 
 Maltt ; ud Honiton " 
 Valenciennes & Limeiick " 
 Real Thread " 
 
 Spanish Croch:*- *' 
 
 Jacquard and Bugled Laces. 
 Jacquard and Chantilly Veils. _ 
 Grenadine and Real Thread Veils. 
 
 SEWED MUSLIN GOODS. 
 
 Book and Cambric Insertions. Guipure Collars. Sleeves and sets. 
 
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 Eugenie Collars 
 Babies' Bodies. 
 
 '« Frocks. 
 
 «' Trains. 
 Ladies' Caps. 
 
 " Corded Skirts. 
 
 Edgings. 
 Flouncings. 
 Collars. 
 Sleeves. 
 Sets. 
 
 Habit Shirts. 
 Chemizettes. 
 Hooped Skirts and Ladies' TJnderclotliing in great variety. 
 
 PARASOLS UNUSUALLY CUKAP. 
 
 32 & 34, King-Street East, Toronto. 
 
6 
 
 1. That they shall not be obliged to stop at anyplace by the way to 
 take in coal, stoppages for coal not only causing great delay by the time 
 required for coaling, but compelling tlie vessels to d-.-viato widely from 
 the best route, in order to touch at the necessary coaling stations. 
 Existing steam-ships have generally lost from twelve to twenty days in 
 this manner, and so extcnUed tiio duration of their voyagoa nearly to 
 the time occupied by fast sailing vessels, thus incurring the cost of 
 steam without securing its advantages. 
 
 2. In avoiding the delay of coaling on the voyage, your ships will 
 also escape the great cost of taking coals at a foreign station. Coals 
 obtained on the Indian and Australian route cost on the average, 
 including waste and deterioration, four or five times as much per ton 
 as in this country. But your ships will take their whole amount of 
 coals for the voyage from near the pit's mouth, at the rate not exceed- 
 ing, for the be«t quality, 123. to 14s. per ton. On the voyage of 
 existing steam vesseU to Australia or India and home, the consumption 
 amounts to from 4,000 to 0,000 tons, the cost of which would supply 
 16,000 to 20,000 tons, if taken on board at some port in immcdiato 
 communication with the coal held. 
 
 In conjunction with distance and tonnage is speed, which 
 JMr. Brunei estimates at fifteen knots an hour on the whole 
 voyage, without diminution and without cessation, under 
 any weather; a speed which would reduce the voyage 
 between England and India, by the Cape, from thirty to 
 thirty-three days, and between England and Australia thirty- 
 three to thirty-six days. 
 
 Another and a very important consideration in reference to 
 this ship is profit. For ourselves, we must confess that we 
 are unable to form an opinion sufficiently definite ; and there- 
 fore we append the sanguine opinions ot the directors on 
 this subject. But we would observe that the earnings of the 
 ship might be largely increased by setting down and taking up 
 passengers on the way, — say at Lisbon, Maderia, the Cape, 
 and such other places as might be deemed advisable, which 
 could be contrived by means of small attendant steamers at 
 the diderent ports, and without any appreciable loss of time in 
 the entire voyage. However, it is better the directors should 
 speak for themselves ou this point. It will be observed they 
 make their calculations without reference to stoppages, and 
 certainly their arguments are of a very striking character. 
 They say : 
 
 Your directors would have refrained from publishing any thing like 
 estimates but having to meet the predictions of failure made by those 
 interested in the present class of vessels, they think it right to state 
 that the result of their calculations (made on the assumption that the 
 carrying capacity for goods outwards should be occupied at the rate of 
 £4 10s. per ton, being considerably below present freights, and only 
 
 1 
 
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 for geni 
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 all of 
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PANTBCHNBTHIJCA. 
 
 jj an^y v o b , .u.purtmcnt we have a 
 
 for gentlemen's wear. In «"""^-VxnpT e, ce .nalihcH hnn t.. .uit all 
 FIKST-CLASS CUTTER vvhosocxpeuence.aU ^ ^^^ ^^^^^^^^.^^^ 
 
 ^bo may favour us with t)"-'*^;,!^^^,;,,^^^ we col sati^tied that none 
 and workmanship the oasis o «"''^''*yf''"*' ^^ 
 n compoto with us iu this department. 
 
 READY-MADE CLOTHINO. 
 
 Bo.s.andYoua..C^s«^e.5^^^^ 
 
 Men. BusinetcoatI%ress and F.^^^^^ all p;.ce. 
 
 Men's Tweed, Melton, and Silk \Varp Coats, 
 
 Men's Check and Light Summer Pants 
 
 Men's Black Dress I'anis, Kersey and Doe Pants. 
 
 Men's do. Vests, Kersey and Broad 
 
 Men'8 Light Summer Vests in every matend. 
 
 ranted. 
 
 OENTLEMEN'S FUKNISHINGS. 
 
 Boys' White Shirts, Linen Fronts. 
 
 Men's do. do. 
 
 Men's Fancy Regatta Shirts. 
 
 Men's Collars, all new shapes. 
 
 Men's Merino and Spun-Silk Vests. 
 
 iiion'.. do do. Pnnvers. 
 
 Mpu's Cotton Merino, and Lisle Thread Socks. 
 
 Ks GCes-Kid, Li.le Thread and Transverse. 
 
 ■White Linen Pocket Ilandkerchiets. 
 
 llt't^Kln ' nana kolief. Twraod and rlaln. 
 
 Coloured India Silk do. do. 
 
 Ties, Scarfs. 
 
 Aerial and Napoleon Cravats. 
 
 Silk and Satin Scarfs. 
 
 Braces and Belts. 
 
 Umbrellas and Carpet-Bags. 
 
 Hats and Caps. 
 
 KYNDER & CHARLESWORTH, 
 
 oo * 3d Tf iiiff-Street East, Toronto. 
 
8 
 
 one -half of the cabin room occupied, at rates for fint-cl&ss passengers, 
 £65 ; second-class, £35 ; and third-class, £25 ; including provisions, 
 giving to each of the respective classes enlarged accommodation, and 
 assuming that only one-third of the vessel's capacity would be occupied 
 on homeward voyages) is, that, after making the most ample allowance 
 for working expenses, depreciation, wear and tear, and insurance, a 
 surplus remains equal to 40 per cent, per annum upon the capital 
 invested. With these prospects based on sound commercial principles, 
 this company requires no government assistance ; all that is necessary 
 is, that no rival route or rival company shall be subsidized to your 
 prejudice. 
 
 Such were the views and considerations which led your directors to 
 make their final arrangements. They believe, as they have before 
 stated, that every company and every individual engaged in steam 
 navigation has gradually become convinced by experience of advantage 
 of size, and, so far as their opportunities and means enable them, are 
 applying the principle, but only by small steps, being in a great degree 
 controlled and limited by their existing establishments, and are acting 
 only on the general view that large ships can be worked cheaper, and 
 that large steamboats especially can attain much greater speed and 
 certainty than small. 
 
 Mr. Brunei in his report speaks first of all of the modes of 
 launching the ship, a subject of great innportance, considering 
 the dimensions and weight of the vessel, and the narrow and 
 shallow river in which she is to make her first acquaintance 
 with the waiers of the sea. The intelligent and well-expressed 
 conclusions of Mr. Brunei as to the mode of launching are 
 thus stated : 
 
 One of the first points to be decided was the mode of launching the 
 vessel, which, of course, would determine the position in which it was 
 to be built; and I wish to take this opportunity of explaining my 
 reason for adopting the plan I have decided upon, which, being unusual, 
 might be supposed to be unnecessary. 
 
 Vessels are generally built above the level of high water, and then 
 allowed to slide down an inclined plane into the water; occasionally 
 (as in the case of the Great Britain) they are built in » dry dock, into 
 which the water is afterwards admitted, and they are floated out. 
 
 Both plans were well considered in the present case ; but the size of 
 the dock required, the difficulty of finding a proper site for such a dock, 
 and the depth required for floating a ship with her engines and boilers, 
 which it was most desirable to introduce while building the hull, and 
 the depth of channel required to communicate between such a dock 
 and the deep water of the river, all combined to render the dock plan 
 a very expensive, and, considering the nature of the soil in which it 
 would havo to be formed, a somewhat hazardous proceeding. Launch- 
 ing seemed to ofi"er the fewest difficulties and the greatest certainty, 
 but the dimensions of the vessel required some modifications of the 
 usual modes of proceeding. 
 
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 PAIMTEOHNETHECA. 
 
 The Subscribers have ,.ut pleasure in bv.nging before 
 the notice of the 
 
 FAftMERS,MEGllANlGS & AftTlZANS 
 
 ^ • c r\.n^A\ their immense Slock of 
 
 of the Province of Canada intir 
 
 MILLINERY, 
 
 READY-MADE GLOTHISTGr, 
 Gentlemen's Furnishings, &c., 
 
 1 ♦!,„* ^^ will he their constant aim 
 appreciate their efforts to prov.ae them w.th 
 
 A First-Rate Article at a Low Figure. 
 
 AU who study real economy ^'-j^^;;— '-!": 
 hnt sunerior goods can be cheap at any price, 
 'rillTs'sdicite'd to prove the truth of the statentent. 
 
 The extensiveness of their arrangements enables them 
 .„rp;:y^be demands notoniyoftheA^ 
 
 KYNDER & CHARLESWORTH, 
 
 32 & 34, King-Street East, Toronto. 
 
8 
 
 one-half of the cabin room occupied, at rates for firat-clsiSB passengers, 
 £65; second-cl&ss, £35; and third-daaa, £26; including provisions, 
 giving to each of the respective classes enlarged aocommodation, and 
 assuming that only one-third of the vessel's capacity would be occupied 
 on homeward voyages) is, that, after making the most ample allowance 
 for working expenses, depreciation, wear ^nd tear, and insurance, a 
 surplus remains equal to 40 per cent, per annum upon the capital 
 invested. With these prospects based on sound commercial principles, 
 this company requires no government assistance ; all that is necessary 
 is, that no rival route or rival company shall be subsidized to your 
 prejudice. 
 
 Such were the views and considerations which led your directors to 
 make their final arrangements. They believe, as they have before 
 stated, that every company and every individual engaged in steam 
 navigation has gradually become convinced by experience of advantage 
 of size, and, so far as their opportunities and means enable them, are 
 applying the principle, but only by small steps, being in a great degree 
 controlled and limited by their existing establishments, and are acting 
 only on the general view that large ships can be worked cheaper, and 
 that large steamboats especially can attain much greater speed and 
 certainty than small. 
 
 Mr. Brunei in his report speaks first of all of the modes of 
 launching the ship, a subject of great importance, considering 
 the dimensions and weight of the vessel, and the narrow and 
 shallow river in which she is to make her first acquaintance 
 with the waters of the sea. The intelligent and well-expressed 
 conclusions of Mr. Brunei as to the mode of launching are 
 thus stated : 
 
 One of the first points to be decided was the mode of launching the 
 vessel, which, of course, would determine the position in which it was 
 to be built; and T wish to take this opportunity of explaining my 
 reason for adopting the plan I have decided upon, which, being unusual, 
 might be supposed to be unnecessary. 
 
 Vessels are generally built above the level of high water, and then 
 allowed to slide down an inclined plane into the water ; occasionally 
 (as in the case of the Great Britain) they are built in a dry dock, into 
 which the water is afterwards admitted, and they are floated out. 
 
 Both plans were well considered in the present case ; but the size of 
 the dock required, the difficulty of finding a proper site for such a dock, 
 and the depth required for floating a ship with her engines and boilers, 
 which it was most desirable to introduce while building the hull, and 
 the depth of channel required to communicate between such a dock 
 and the deep water of the river, all combined to render the dock plan 
 a very expensive, and, considering the nature of the soil in which it 
 would have to be formed, a somewhat hazardous proceeding. Launch- 
 ing seemed to ©O'er the fewest difficulties and the greatest certainty, 
 but the dimensions of the vessel required some modifications of the 
 usual modes of proceeding. 
 
 The£ 
 the noti' 
 
 1 
 
9 
 
 i 
 
 PANTECHNETHECA. 
 
 The Subscriber, have great pleasure in bringing befor, 
 the notice of the 
 
 FAftMEftS,MEGHANIGS & AftTlZANS 
 
 of the Province of Canada their immense Stock of 
 
 MILLINERY, 
 
 READY-MABE GLOTHIlSTGr, 
 Gentlemen's Furnishings, &c., 
 
 .i,„m ihftt it will be their constant aim 
 appreciate their efforts to provide them with 
 
 A First-Rate Article at a Low Figure. 
 
 AU who study real economy ^l-o^;! -—->:;';::: 
 ,,,,, superior goods can be cheap at any price, 
 lillTs'solieite-d to prove the truth of the statement. 
 
 The extensiveness of their arrangements enables them 
 tolupp y tie demands not only of the Aristocracy bu Is 
 of he MWdle and Working Classes; and no effort will be 
 spared to merit the approbation of all their friends. 
 
 KYNDER a. CHARLESWORTH, 
 
 32 & 34, King-Street East, Toronto. 
 
10 
 
 II 1 
 
 Launching is generally effected by building the ship on an inclined 
 plane, •which experience has determined should be at an inclination of 
 about 1 in 12 to 1 in 15, the keel ot the ship being laid at that angle, 
 and the head consequently raised above the stern say l-15th of the 
 •whole length of the ship. In the present case this would have involved 
 raising the forepart of the keel or the forefoot about 40 feet in the air, 
 and the forecastle would have been nearly 100 feet from the ground; 
 the whole vessel would have been on an average 22 feet higher than if 
 built on an even keel. 
 
 The inconvenience and cost of building at such a great height above 
 ground may be easily imagined ; but another difficulty presented itself 
 •which almost amounted to an impossibility, and which has been sen- 
 sibly felt with the larger vessels hitherto launched, and will probably 
 ere long prevent launching longitudinally vessels of great length. The 
 angle required for the inclined plane to insure the vessel moving by 
 gravity being, say 1 in 14, or even if diminished by improved construc- 
 tion in ways to 1 in 26, is such that the end first immersed would 
 become water-borne, or would require a very great depth of water, 
 before the fore part of the ship would even reach the water's edge. 
 Vessels of 450 or 500 feet in length would be difficult to launch in the 
 Thames, unless kept as light as possible ; but our ships could not be 
 80 launched, the heel of the sternpost being required to be, as I before 
 said, about 40 feet below the level of the forefoot ; some mitigation of 
 the difficulty might be obtained by an improved construction of the 
 •ways, but the great length of ways to be carried out into the river 
 •would under any circumstances be a serious difficulty. 
 
 These considerations led me to examine into the practicability of 
 launching or lowering the vessel sideways ; and I found such a mode 
 would be attended with every advantage, and so far as I can see, it 
 involves no countervailing disadvantages. This plan has been accord- 
 ingly determined upon, and the vessel is building parallel to the river, 
 and in such a position as to admit of the easy construction of an 
 inclined plane at a proper angle down to low water mark. 
 
 In constructing the foundation of the floor on which the ship is being 
 built, provision is made at two points to insure sufficient strength to 
 bear the whole weight of the ship when completed. At these two 
 points, when the launching has to be eflFected, two cradles will be 
 introduced, and the whole will probably be lowered down gradually to 
 low water mark; whence, on the ensuing tido, the vessel will be 
 floated off. The operation may thus be performed as slowly as may 
 be found convenient; or if, upon further consideration, more rapid 
 launching should be thought preferable, it may be adopted. 
 
 Another point of equal consequence in relation to this ship 
 is touched upon by her designer, namely, the mode of getting 
 at the vessel in all parts after she is launched. It is a well- 
 known fact that iron ships " foul" very much, especially in 
 warm climates and in still water, and if an iron ship mokes a 
 long yoyab,e, say to Australia or India, it is absolutely necessary to 
 lay her aground, on her return, for the purpose of cleansing 
 the vessel's hull from grass and barnacles, and repainiing her. 
 
 I 
 
 It was tl 
 
 tial duty 
 plate th< 
 question 
 
 1 hope 
 
 vided by 
 
 also fitter 
 
 up for re 
 
 apparatv 
 
 ■which tl 
 
 operatio 
 
 at low 
 
 perfect!; 
 
 being gi 
 
 The 
 
 The G 
 
 The w 
 
 foresee 
 
 launch 
 
 expen 
 
 erectii 
 
 punch 
 
 large 
 
 laid ir 
 
 upon 
 
 keels 
 
 plate* 
 
 midsl 
 
 iron « 
 
 cessi' 
 
 sectii 
 
 the s 
 
 part 
 
 In 
 worl 
 sight 
 and 
 
 F 
 
 simi 
 leng 
 pass 
 oug 
 I 
 
n inclined 
 lination of 
 hat angle, 
 5th of the 
 e involved 
 in the air, 
 18 ground ; 
 b.er than if 
 
 ight above 
 snted itself 
 
 been sen- 
 l probably 
 igth. The 
 moving by 
 I construc- 
 rsed would 
 
 of water, 
 ter'a edge. 
 inch in the 
 uld not be 
 as I before 
 itigation of 
 tion of the 
 the river 
 
 icability of 
 ich a mode 
 can see, it 
 sen accord- 
 ) the river, 
 tion of an 
 
 lip is being 
 strength to 
 these two 
 les will be 
 •adually to 
 el will be 
 ly as may 
 uore rapid 
 I. 
 
 • this ship 
 of getting 
 is a well- 
 ecially in 
 makes a 
 cessaryto 
 cleansing 
 ling her. 
 
 11 
 
 It was theren>re natural that we ^;IJ:X:Z^:^^^^^ 
 ,al duty was to be -compM. , a-1 h^ -n ca^^^^ ^^^^^^^^^ ^^ .^ 
 plate the evil was to be remeuitu. 
 
 question thus : machinery which is to be pro- 
 
 I hope to be able \« J"-^^ ^^^U thHe'^el d'own the ways v.iU be 
 Tided by the contractor, f"J^';7'""J„anKcment for hnulins the ship 
 also fitted to forma patent P^^^^^^^^^^^^ «,eh 
 
 up for repairs ; so that if it «^ " *"; g, and titte^l up at the port 
 
 apparatuUay be purclmse^^^^^ ^^ ,,^^.,i,^,„,g ,,eh an 
 
 ^Yich the ship will frequent WUh tne ^^^ examination 
 
 operation, or the grounding f^^^'^ ^e floor of the ship is formed 
 a? low ^-*f ' "; «f .rstrcngtben:d as to allow the ship, when loaded, 
 Teli^llrCnld wiSoirbli^lunduly strained. 
 
 "tI: ne.t point to be ^of^::^:^:^::::::::::^. 
 
 The Great Eastern is ^"^y^,"^'^^^^^^^ mm- 
 
 The work is really and rap. yp-^^^^^^^ ^^^ ^,1 be 
 
 foreseen obstacles arise U.s ^^f'^ ^,,3 necessarily 
 
 launched this summer, 1857 A^'^«^ "^^^ ^^^ ,^,^ ^ork, and 
 expended in making ^"^^'^^^'^.^/Sers' yard for shaping, 
 erecting the -^^^'^^ZZtl^^^^^^^^^^^ for bringing so 
 
 punching, planing and ^"^^ § >^^;^Jj,,. The first plate was 
 farge an undertaking -/^J-^J^"/^^^ ^^^^ 5OO men are at work 
 laid in May last, and at the present nm ^^^^^ ^^^^ 
 
 „pon the ship in ^^'^^^[^l^^tf^am^n rec ed therefrom and 
 
 keels of which «'-^J«'Vv..rn''T- building in sections, the 
 plated over, the » Great Eas.ern, ^ .kb g ^^^.^^^^^^ ^^^ ^^^ 
 
 L.idship section ^^^^^^^^ fore and aft, being sue 
 
 rrn^;;irrer::a:h:XX:routlmeorthea.er 
 
 part of the .hip, is already put on. ^^^ 
 
 In her external appearance, di^vjing the m eren ^^^ ^ 
 
 sightly ship. »"« \" diiiiii-a\ stern. 
 
 and aft, anil she w 1 ^^^ '";^'l' f„^ ^^^in en.ranc.es and 
 
 -;-• ^'' -- :::j'^z ;r:r :;« .,-, . he. 
 
 Intimately connected witli tne a m ^j^j ^e 
 
 l'L:L°;l>et.X:relrer:e:nC<^i,»Mleaa.,Lhe 
 
12 
 
 
 I 't 
 
 » Great Eastern." We will enumerate these, and explain 
 those which require it presently. Her chances may be 
 stated thus : — 
 
 1. An inner and outer sl<in. 
 
 2. Water tij^ht bulk hends. 
 
 3. Ample masts and sails. 
 
 4. Paddle wheels. 
 
 5. A i^crevv propeller. 
 
 6. Steering apparatus. 
 
 Of these details, let us first consider the motive power, which 
 is wind and steam, and afterwards we will describe the pecu- 
 liar construction of the ship, so far as words can be made into 
 
 pictures. , , . , x i •*« ir 
 
 In the motive power, then, we have the wmd, to avad itselt 
 of which the " Grtat Eastern" will have five masts, the three 
 centre masts being crossed by yards as in a line-of-baitle ship ; 
 the other two masts, one in the bow and one m the stern ol 
 the ship, will be smaller in size " for fore-and-afters_ 
 
 Then, again, we have the steam power, namely, the paddle- 
 wheels and the screw. We have before stated the nominal 
 power of the engines, which, by the way, is far below their 
 actual power, and we have also given the names of the makers. 
 These engines, it is needless to say, are incomparably larger 
 than any hitherto made. They willl be placed in d.fierent 
 parts of the ship, and will be entirely independent of each 
 other The vessel will have ten boilers and five funnels, or, 
 as the American calls them, " smoke pipes." Every boiler 
 can be cut off from its neighbour, and used or not, as desired. 
 They will be placed longitudinally along each side of the ship, 
 and it will give some idea of their generative power when we 
 say that every boiler will have ten furnaces ; thus giving to 
 the whole no less than 100 furnaces. The kind of boder to 
 be used has been decided upon, but not before an experi- 
 mental boiler was made. The coal to be used is anthracite. 
 The vessel will have two paddle-wheels in the usual man- 
 ner, but the paddle-engines are to be on the disconnecting 
 principle, so that they may be used jointly or separately, and 
 both or either paddle-wheels can be put in independent 
 motion. Great anxiety has been felt as to the diameter ol the 
 paddle-wheel, which at present has been fixed at sixty feet. 
 There are few points connected with a paddle-wheel steamer 
 more important than the diameter ol the wheel, six inches, 
 more or less, in many cases, altogether changing the character 
 of the vessel. A consideration of the light and heavy draft 
 
 of water o 
 of the des 
 above, nui; 
 loaded, am 
 of the wh 
 Brunei re] 
 
 The posit 
 
 linve been r 
 
 for a consi(] 
 
 tionably so 
 
 ■v^ell the rel 
 
 all the vari 
 
 combine as 
 
 adapted to 
 
 porta not 
 
 laden, at a 
 
 Although 
 
 carrying < 
 
 instance, t 
 
 ably, she ^ 
 
 tion; and 
 
 vessels ou 
 
 superior ( 
 
 the paddl 
 
 can be ac 
 
 engines a 
 
 Thes 
 
 Thes 
 power, I 
 as we n 
 works r 
 below I 
 ordinar; 
 
 It wi 
 
 many u 
 
 : separat 
 
 ^ Weslv 
 
 We 
 
 ., The a 
 
 I called 
 
 I ship w 
 
 I explai 
 
 I is lite I 
 
 I the re 
 
 ] smalle 
 
 i some 
 
^hich 
 
 ual man- 
 nnecting 
 lely, and 
 ?pendent 
 er of the 
 xty feet, 
 steamer 
 K inches, 
 character 
 ivy draft 
 
 I. v.- .K-m will show the real difliculty in the way 
 of water of this «h'P ^ '"^ '^J ^^..^ding to the table given 
 of the designer. The ve.sei s ^^^^^ ^^^^^^ ^,^^ ^^ 
 
 above, must draw ^'f.^^//^'^ J, 7 the deepest immersion 
 loaded, and the .g^^^« ^^.^^portant consideration. Mr. 
 ^B^rutV^e^ls^onThis btd. oftU subject in these tern.:- 
 
 ..e posmon of t.e paaaje ^^ ^l^^^l^^^^^^t ?rS 
 im^e been questions ot ^^^^'^ll^^^^^^^^ of water, though not propor- 
 for a considerable ^'^"i'V"!, '" cxisti g large steamers, and to balance 
 tionably so great as >v^ b niauy cMsUng ^^ .^^^^age speed at 
 
 ^ell the relative advantn^esose^^^^^^^^^^^ a? a light drat^, and to 
 all the various drafts, ^^ f ,, "^^^'^'^o th.at the vessel may be as well 
 combine as far as P«^^^J« ^ ;,\7 ',, ort and very quick passages o 
 adapted to perform co'^P^^f ^ ^f water as long voyages heavily 
 ports not affording a g'^.^'^^J'^'r' g^^ii ^ large average rate of speed, 
 [aden, at a moderate maximurab^^^^^^^^^^ ^H ^^^ ^^^^^^ 
 
 Although the full ^-^^J^^Xes wouSnot be felt in a voyage for 
 carrying coal for long J«(^g;«^t''i,,, ,^,,t voyage, yet, unquestion- 
 instance, to New York °J,^°^£ Vessels in speed and in accommoda- 
 ably, she ^""^^ exceed all other ve y^^^^ ^^^^ ^^^ 
 
 tion and if it should be found d^^ran ^ ^^^^^^^^ 
 
 vessels ought to be able to ^omju'^jj* f^,, endeavoured so to place 
 superior capabilities, and I have there^^^^^ paddle-wheels, that they 
 
 o,ai„a.y ru„der. V'-ea lenS.Uw- ^^^.^^ ^^^ 
 
 ^^Zr^^::^^'"^^ ron, fee. ,on. 
 ;e co.e now .„ aesc.be ..e ^ej^ eon.™c,^n 
 
 The »-r^X''"'and"" h:.'-!!:*:; thereby" .hat one 
 called a ship " s.he, ana n e , ^^ remarks may 
 
 ship was the mother o<^,^f;"- /jXh we speak, for she 
 explain the character of the h.p ol ^vh'^^ ^ J^, ^^- if 
 
 is literally a ship-a ship -^'^^^'^ ^^.,f ^^V ;"', and then a 
 the reader will imagine a '^^T^ " /^ ' " o^^^e vvill form 
 
 :-^^:^^tl;o:hl^^-^^^^^ 
 
14 
 
 Perhaps the best terms to describe these inner and outer 
 ships is to rail them the outer and inner skins. The distance 
 between the outer and inner skin, or ship, is 2ft. lOin. The 
 floor of the ship, as previously stated, is per/'ertly flat, the keel 
 being turned inwards and rivitod to the inner ship's keel. 
 These several skins are joined to each other by longitudinal 
 webs or girders, formed of plate and angle iron. There are 
 sevenfeeii of these webs on each side the ship, which run the 
 entire length of the vessel, and they are placed at such dis- 
 tances as to extend upwards, at intervals of about 3ft. from the 
 keel to the main deck, and they are again closed up in lengths 
 varying from 20 to GOft. Thus the outer and inner ships are 
 joined together by means oi a great number of water-tight 
 webs or cells, of extraordinary strength, giving the vessel a 
 rigidity such as has never been communicated to a ship 
 before. The main deck is treated in the same manner for a 
 width of 20 feet on each side, and iron girders bind one side 
 to the other, so that the entire vessel becomes, as it were, 
 a beam of strength, and the whole fabric may be denominated 
 a web of woven iron, the rivets forming the fastenings, and 
 the webbed or honey-combed cells becoming an indissoluble 
 structure. The compartments between the outer and inner 
 skin will hold 3,000 tons of water ballast, should it be required. 
 The web plates are of inch iron, and the outer and inner skins 
 are of three-quarter inch iron. 
 
 The vessel will have twenty ports on the lower deck, each 
 five feet square, to receive railway waggons. She has also 
 sixty ports on each side, two feet six inches square, for ventila. 
 tion, and an abundance of dead lights. The lower ports are 
 ten feet above the water when the ship is loaded. 
 
 ^ In addition to these safe-guards outwardly the vessel is 
 divided transversely by fourteen separate water-tight bulk- 
 heads, running up to the main deck, and these again are 
 crossed by longitudinal bulk-heads running fore and aft at about 
 forty feet in width. It may therefore be said that the ship 
 consists inwardly of a great number of small cells, or water- 
 tight compartments, between the outer and inner skins, and of 
 a number of large square compartments in the body of the 
 vessel. The cabins will be on the decks, above these com- 
 partments, and opened out in long saloons. 
 Mr. Brunei further says in his report: — 
 
 The whole of the vessel is divided into perfectly water-tight com- 
 partments, by bulk heads carried up to the upper deck, and conse- 
 quently far above the deepest water lines, even if the ship were water- 
 
 ^ ^ 
 
 «> 
 
16 
 
 logged, so far as Buch a ship could be ; and these being not nominal 
 divisions, but complcto substantial bulk-heads, water-tight, and of 
 strength sufficient to bear the pressure of the water, sliouUl a com- 
 partment be even filled with water, so that if the ship were supposed 
 to be cut in two, the separate portions would lloat, and no damage, 
 V i however great, to the ship's bottom, in one or even two of these com- 
 ■' partments, would endanger the floating of the whole, or even damage 
 
 the cargo in the rest of the ship, or above the main-decks of the com- 
 partment in question ; and all damageable cargo would be stowed above 
 that deck. Besides these principal bulk-heads, there is in each com- 
 partment a second intermediate bulk-head, forming a coal bunker and 
 carried up to the main-deck, which can on an emergency also be closed. 
 There are no openings under the deep water line through the principal 
 bulk-heads, except one continuous gallery or pipe near the water 
 line through which the steam pipes pass, and which will bo so con- 
 structed as to remain closed, the opening being the exception, and the 
 closing again being easy ; and the height being such, that under the 
 most improbable circumstances of damage to the ship, ample time 
 would be aflForded to close it leisurely, and to make it perfectly watcr- 
 ■ tight. I have also adopted the system, to be followed rigidly, and 
 
 |S V -without exception, of making no openings whatever, even by pipes and 
 '^V cocks, through the ships's bottom, or through the inner skin below the 
 water-line, and I attach much importance to this system. 
 
 In the majority of cases in which steam vessels are compelled to put 
 into port from failure of bilge-pumps and other really trifling defects, 
 no such serious consequences would have resulted, but from the difli- 
 culty and almost impossibility of remedying at sea any defects in the 
 numerous pipes and openings now carried through the ship's bottoin 
 wherever convenient, and without much regard to the danger of 
 doing so. 
 
 I have found no great difficulty in carrying out this system com- 
 pletely; and the advantages, both as regards safety and the faci- 
 lity of remedying defects, without occasioning delay on the voyage, 
 must be obvious. 
 
 It is an interesting study to observe the progress of steam 
 navigation during the past twenty years. We were content 
 then with small steamers to convey us to Ireland or Scotland. 
 Then we got to the Great Western, and other vessels, to com- 
 municate with New York. Then we got the best managed, best 
 manned, and most successful line of ocean steamers afloat, the 
 Cunarders. Then we came to the greater magnitude of the 
 Great Britain and the Himalaya. And now we have another 
 rapid stride in the Great Eastern. Whatever may be her 
 result as to her owners, is not our province to anticipate, but 
 we say, with confidence, she is the wonder of ♦he day, and she 
 will, in all probability, revolutionize ocean st i navigation.-- 
 Livefrpool Cmirier. 
 
 BowwU * Bllta, Printer*, King-«treet East, Toronto. 
 
PANTECHNETHECA, 
 
 Nos, 32 & 34, King-street East, Toronto. 
 
 KYNDER 8l CHARLESWORTH, 
 
 IMPORTERS OF 
 
 STAPLE AND FANCY DRY GOODS, 
 
 AND MANUFACTUEERS OF, AND DEALERS IN, 
 
 OARMENTS MADE TO ORDER. 
 GENTLEMEN'S FUENISHINQ GOODS. 
 
 VpriTr.,