Man on the Ocean: A Book about Boats and Ships, R. M. Ballantyne [moboreader .txt] 📗

Eastern was launched, and from a pamphlet which was sold on board, by permission of the proprietors.

The Great Eastern was intended for the Indian and Australian route by the Cape of Good Hope. The result of large experience in steam navigation has proved that the size of the ship, (when steam is used), ought to be in proportion to the length of the voyage. Mr Brunel, the talented engineer to whose genius and perseverance this monster ship owes her existence, acting on this principle, calculated that the voyage to Australia and back being 22,500 miles—a vessel of 22,500 tons burden, (or a ton burden for every mile to be steamed), would require to be built, capable of carrying fuel for the entire voyage, it being impossible, without incurring enormous expense, to procure coal for such a vessel at intermediate ports.

The Eastern Steam Navigation Company undertook the herculean work. The total cost of construction was estimated at 804,522 pounds. Mr Brunel prepared the designs. A spot of ground was chosen on the banks of the Thames, in the building-yard of the company at Millwall, and the building was commenced, on the lines laid down by Mr Scott Russell, on the 1st of May 1854.

Every minute detail of the arrangements and building of this wonder of the world is fraught with interest. The mere preparing of the ground to receive her enormous weight was calculated to fill the minds of men with astonishment. Her supports and scaffoldings, and the machinery by which she was ultimately launched, taxed the skill of her engineers even more than her construction. A very town of workshops, foundries, and forges sprang into being round her hull; and as this rose, foot by foot, in all its gigantic proportions, the surrounding edifices dwindled down into insignificance, and the busy population of artificers clustered upon her like ants upon a prostrate monarch of the forest-trees.

The hull of the Great Eastern is built entirely of iron, and is 680 feet in length, 83 feet in breadth, and 60 feet in height from keel to deck. It is divided transversely into ten separate compartments of 60 feet each, rendered perfectly water-tight by bulk-heads, having no openings whatever lower than the second deck; whilst two longitudinal walls of iron, 36 feet apart, traverse 350 feet of the length of the ship.

The mind will be better able to realise the magnitude of these dimensions if we add that the Great Eastern is six times the size of the Duke of Wellington line-of-battle ship, that her length is more than three times the height of the Monument, while her breadth is equal to the width of Pall Mall, and a promenade round the deck affords a walk of more than a quarter of a mile.

There is no keel properly so called, but in its place a flat keel-plate of iron, about two feet wide and one inch thick, which runs the entire length from stem to stern. This is the base upon which all the rest is reared, plates and girders alike. The iron plates which form her planking are three-quarters of an inch thick. Up to the water-mark the hull is constructed with an inner and outer skin, two feet ten inches apart, both skins being made of three-quarter inch plates, except at the bottom, where the plates are an inch thick; and between these, at intervals of six feet, run horizontal webs of iron plates, which bind the two skins together, and thus it may be said that the lower part of the hull is two feet ten inches thick.

This mode of construction adds materially to the safety of the vessel; for, in the event of a collision at sea, the outer skin might be pierced while the inner might remain intact. This space may also at any time be filled with water, and thus ballast, to the amount of 2500 tons, be obtained.

Some idea of the magnitude and weight of the vessel may be formed from the fact that each iron plate weighs about the third of a ton, and is fastened with a hundred iron rivets. About thirty thousand of these plates were used in her construction, and three million rivets. The fastening of these rivets was one among the many curious operations performed in course of building. The riveting men were arranged in gangs, each gang consisting of two riveters, one holder-up, and three boys. Two boys were stationed at the fire or portable forge, and one with the holder-up. This boy’s duty was to receive the red-hot rivet with his pincers from the boy at the forge, and insert it in the hole destined for its reception, the point protruding about an inch. The holder-up immediately placed his heavy hammer against the head of the rivet, and held it firmly there, while the two riveters assailed it in front with alternate blows, until the countersunk part of the hole was filled up, after which the protruding head was cut off smooth with the plate, the whole operation scarce occupying a minute. In riveting the double part of the ship the holder-up and his boy were necessarily in the interior part of the tubes, and passed the whole day in the narrow space between, (of two feet ten inches wide), in comparative darkness, having only the glimmer afforded by a single dip candle, and being immediately under the deafening blows of the riveters.

The deck of the Great Eastern is double, or cellular, after the plan of the Britannia Tubular Bridge. The upper deck runs flush and clear from stem to stern, and he who takes four turns up and down it from stem to stern walks upwards of a mile. The strength of this deck is so enormous that if the ship were taken up by its two extremities, with all its cargo, passengers, coals, and provisions on board, it would sustain the whole. The deck has been covered with teak planking, and has been planed and scrubbed to man-of-war whiteness. Not even a stray rope’s end breaks the wonderful effect produced by its immense expanse. Her fleet of small boats, which are about the size of sailing cutters, hang at the davits, ten on each side. There are six masts and five funnels. The three centre square-rigged masts are of iron. They were made by Mr Finch of Chepstow, and are the finest specimens of masts of the kind that were ever manufactured. Each is made of hollow wrought iron in eight-feet lengths, strengthened inside by diaphragms of the same material. Between the joints, as they were bolted together, was placed a pad of vulcanised india-rubber, which gives a spring and buoyancy to the whole spar greater than wood, while at the same time it retains all the strength of the iron. The other masts are made of wood, and the canvas that can be spread is no less than 6500 square yards. On deck are four small steam winches or engines, each of which works a pair of cranes on both sides of the vessel; and with these five thousand tons of coals can be hoisted into the vessel in twenty-four hours.

The engines and boilers are of immense power and magnitude. There are both screw and paddle engines, the former being capable of working up to 6500 horse-power, the latter to 5000. There are ten boilers and one hundred and twelve furnaces. The paddle engines, which were made by Messrs Scott Russell and Company, stand nearly 40 feet high. Each cylinder weighs about 28 tons, and each paddle-wheel is 58 feet in diameter, or considerably larger than the ring in Astley’s Circus. The screw engines were manufactured by Messrs Watt and Company of Birmingham. They consist of four cylinders of 84 inches diameter and 4 feet stroke. The screw propeller is 24 feet in diameter and 37 feet pitch; and the engine-shaft is 160 feet long, or 12 feet longer than the height of the Duke of York’s Column. The paddles and screw, when working together at their highest pitch, exert a force equal to 11,500 horsepower, which is sufficient to drive all the cotton-mills in Manchester! The consumption of coal to produce this force is estimated at about 250 tons per day.

Besides these engines there are also several auxiliary engines for pumping water into the boilers, etcetera.

The passenger accommodation in the Great Eastern is very extensive—namely, 800 first-class, from 2000 to 4000 second-class, and about 1200 third-class passengers; or if troops alone were taken, it could accommodate 10,000 men.

The saloons are fitted up in the most elaborate and costly manner. The chief saloon is magnificently furnished. It is said that the mirrors, gilding, carpeting, and silk curtains for this apartment alone cost 3000 pounds. In the berths, of course, no attempt is made at costly decoration of this kind, though the fittings are good and sufficiently luxurious. The berths are arranged in three classes: those for parties of six or eight, and these are large rooms; those for parties of four; and the rest in the usual style of double cabins. All are very roomy, as cabins go—very lofty, well lit, and those on the outer sides exceedingly well ventilated. On the lower deck the berths are even larger, loftier, and more commodious than those on the upper. Both the berths and saloons here are in fact almost unnecessarily high, having very nearly fifteen feet in the clear. The kitchens, pantries, and sculleries are all on the same extensive scale, and fitted with all the large culinary requisites of first-class hotels. The ice-house holds upwards of 100 tons of ice; and the lofty wine-vaults—for such in fact they are—contain wine enough to form a good freight for an Oporto trader.

Miscellanea.—In addition to the boats of the Great Eastern (twenty in number), she carries two small screw-steamers, each 100 feet long, 16 feet broad, 120 tons burden, and 40 horse-power, suspended aft of the paddle-boxes.

As the captain’s voice could not be heard half-way to the bow, even with the aid of the ancient speaking-trumpet, that instrument is supplanted by semaphore signals by day, and coloured lamps by night; the electric telegraph is also used in connection with the engine-rooms. There are ten anchors, four of them being Trotman’s patent, weighing seven tons each. The cables are each 400 fathoms long, and their united weight is 100 tons. The tonnage of the Great Eastern is 18,500 tons register, and 22,500 tons builders’ measurement. The crew at first consisted of thirteen officers, seventeen engineers, a sailing-master, and a purser, four hundred men, and two or three surgeons, all under the command of the late Captain W. Harrison, (formerly of the Cunard line).

The launch of this leviathan was a most formidable undertaking, and was accomplished by means of powerful hydraulic rams, which propelled the vessel down the launching “ways.” The ship rested on two gigantic cradles, and was forced sideways down the inclined plane, until she floated on the river. By a complication of ingenious contrivances the great ship was regulated in her descent so as to proceed slowly and regularly down the ways. Several unsuccessful attempts were made to launch her, and several of the hydraulic rams broke down ere she floated on the bosom of Old Father Thames; and the cost of this operation alone is said to have been nearly 100,000 pounds.

The trial of the engines, both screw and paddle, took place for the first time on the 8th of August 1859, when the completion of the vessel was celebrated by a banquet on board. The first movement of the gigantic cranks and cylinders of the paddle engines was made precisely at half-past one, when the great masses slowly rose and fell as noiselessly as the engines of a Greenwich boat, but exerting in their revolutions what seemed to be an almost irresistible power. There was no noise, no vibration, nor the slightest sign of heating. The tremendous frame of ironwork sprang at once into life and