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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, <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. i( .( (( (( i( (( <( l( (( <( <( <. (t (i <l (( (( 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 GT Weill West I D for geni FIRST- who mt and wo can cot B( M M M We all of rantet 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. The J the noli FAR ofl % B-l and b to sec wants Re] leturi appre AI Al but ! trial Tl to si of tl spai 9 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.,