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Las diagrammas suivants illuatrant la mithoda. 2 3 5 6 MICROCOPY RESOLUTION TEST CHART (ANSI and ISO TEST CHART No. 2) 1.0 [f I.I 2.8 1^ 13.6 14.0 JUUU 2.5 1 2.2 2.0 1.8 III 1.25 i.6 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, 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:;';::: ,,,,, 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 slv^ 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.,