THE HISTORY OF SHIPS AND SHIPPING INTERESTS (_continued_).
The Largest Ship in the World—History of the _Great Eastern_—Why
she was Built—Brunel and Scott Russell—Story of the
Launch—Powerful Machinery Employed—Christened by Miss Hope—Failure
to move her more than a few feet—A Sad Accident—Launching by
inches—Afloat at last—Dimensions—Accommodations—The Grand
Saloon—The Paddle-wheel and Screw Engines—First Sea Trip—Speed—In
her first Gale—Serious Explosion on Board off Hastings—Proves a
fine Sea-boat—Drowning of her Captain and others—First
Transatlantic Voyage—Defects in Boilers and Machinery—Behaves
splendidly in Mid-ocean—Grand Reception in New York—Subsequent
Trips—Used as a Troop-ship to Canada—Carried out 2,600 Soldiers—An
eventful Passenger Trip—Caught in a Cyclone Hurricane—Her Paddles
almost wrenched away—Rudder Disabled—Boats Carried Away—Shifting
of Heavy Cargo—The Leviathan a Gigantic Waif on the Ocean—Return
to Cork.
Many competent authorities doubt whether the ships of the future will be
so very much larger than the largest now in use, but it is one of those
questions on which it is idle to theorise, and absurd to dogmatise. The
greatest ship of this or any other age has not proved a success, except
for some very special purposes for which no other vessel would have proved
available. The history of the _Great Eastern_ is one of interest to all,
and especially to too sanguine and over-ambitious individuals and
companies.
In reply to an advertisement from the Admiralty in 1851 for the conveyance
of the East Indian and Australian mails, was an application from a new
organisation, the Eastern Steam Navigation Company. This offer was
declined, and then some of the directors, on the suggestion of Mr. I. K.
Brunel, the great engineer, recommended the construction of a steam-ship
of extraordinary dimensions to trade with India. Having made calculations
that the big ship intended could maintain a speed of fifteen knots an
hour, there was, in their judgment, no doubt that they would attract a
proportion of the traffic so handsome as to afford full cargoes both
outward and homeward. Many of the original shareholders withdrew, but a
large number held firm. Brunel argued that there need be no limit to the
size of a ship, except what quality of material imposed. He further urged
from scientific theory and actual experience, that upon the “tubular
principle,” which provided the greatest amount of strength of construction
with any given material, it was possible to construct a ship of six times
the capacity of the largest vessel then afloat,(41) and one, too, that
would steam at a speed hitherto unattainable by smaller vessels. Mr. Scott
Russell, the eminent ship-builder, shared these views. The idea of having
two sets of engines and two propellers—paddle-wheels and screw—was solely
due to Mr. Brunel, as was also the adoption of the cellular construction,
like that at the top and bottom of the Britannia Bridge. Her model in
general construction was like that of the ships built by Scott Russell, on
the principle of the “wave line,” which he had carried out during the
previous twenty years. In spite of much virulent criticism, the
construction of a 25,000 ton vessel was commenced on May 1st, 1854, in
Scott Russell’s yard, at Millwall, on the north side of the Thames.
Novel as was the construction of the ship, the mode devised for her launch
was no less novel. As her immense length would render it impossible to
launch her in the usual manner and by the force of her own gravity, she
was built lengthwise to the river on cradles, which carried her upright
and dispensed with “shores.” These cradles were made to travel on a double
series of “ways,” each 120 feet in breadth, which were carried to
low-water mark. The ways were 300 feet in length, with an incline of one
in twelve. At the stem and stern were placed a powerful hydraulic ram to
give the first start, and when she was once in motion her progress was to
be kept up in the following manner. On the river-side four large lighters
were moored in the tideway, and were to work with crabs and sheaves or
pulleys upon chains, fastened to the vessel amidships. Two lighters were
also moored at the stem and two at the stern of the vessel. The chains
passing from the ship to these latter were returned again on shore, so as
to be worked with a double purchase. Small stationary engines on land were
to be used to haul on these, making a force available to pull the vessel
off the shore. The calculations, as the event proved, were made on a false
notion of the amount of friction to be overcome, and the attention of the
engineer had been chiefly directed to prevent her dashing into the water
with too great a speed. For this purpose two powerful drums had been
constructed, to which the cradles were attached by enormous sheaves of
cast iron, expressly cast for this purpose, and weighing five tons each.
One sheave was fastened to each cradle, and wrought-iron chain cables of
the largest size connected these with two other sheaves, each of which was
screwed to the drum which was to pay out the chain and, in fact, regulate
the whole operation. The axle of the drum was set in a frame of iron,
while around its outer edge passed a band of iron, to work in the manner
of a friction-clutch, or break. This, with the aid of strong iron levers
twenty feet long, brought such a pressure to bear upon the discs of the
drum as to entirely stop them in case of the chain being paid out too
fast. Everything being thus prepared that human ingenuity could devise (as
was supposed), the launch was fixed for the 3rd of November, 1857. On that
day, although the sight-seeing public did not congregate in large numbers,
and the scaffolding erected on many points was untenanted, yet there was a
swarm of well-laden craft of all kinds on the river, and crowds on both
its banks and around the yard. The engineers and men of science mustered
strongly, not only from all parts of England, but from Germany, France,
America, and Russia. The Comte de Paris, the Duke d’Aumale, the Siamese
Ambassadors, and some of the Lords of the Admiralty, were the most
conspicuous persons present.
At half-past one Miss Hope, the daughter of the chairman of the company,
appeared, and dashing a bottle of wine on the bows, bade the Leviathan, as
she was originally called, “God speed!” amid the cheers of those
assembled. In a few moments afterwards the word was passed to commence the
launch. At the signals the lighters slowly but steadily commenced to haul
taut their tackle from the river. This strain appeared to have no effect
on the vessel. It remained stationary for about ten minutes, when the
peculiar hissing noise of the hydraulic rams at work to push her off was
heard. It should have been mentioned that each of the drums was
constructed so as to be turned by ordinary windlasses, in order to wind up
the slack chain between the drums and the cradles; otherwise, if any slack
were left when the hydraulic rams started the vessel, it would run it
rapidly out, and dreadful consequences might ensue. When the “rams” began
to work, the order was distinctly given to “wind up” the slack between the
drum and the cradle. This was done at the forward drum; but,
unfortunately, at the stern of the vessel the men did precisely the
reverse, and uncoiled more slack chain. Suddenly there was a cry “She
moves! She moves!” The fore part of the vessel slipped, and the stern
rushed down some three or four feet in the space of a couple of seconds,
in consequence of the slack chain from the after drum offering not the
least check. In an instant the strain came upon the drum, which was
dragged round, and, of course, as that was connected with the windlass by
multiplying wheels, the latter turned round some ten or fifteen times for
every foot the drum moved. The men at the windlass madly tried to hold it,
but the heavy iron handle flew round like lightning, striking them, and
hurling five or six high into the air as if they had been blown up by some
powerful explosion. A panic seemed to spread as this disastrous accident
took place, and the men stationed at the tackle and fall of the lever next
the windlass rushed away. Fortunately for the lives of hundreds of the
spectators, the men at the lever at the other side of the drum stood firm,
and, hauling on their tackle, drew their lever up, and applied the break
on the drum with such terrific force that the ship instantly stopped,
though she seemed to quiver under the sudden shock as if she had received
a violent blow. The injured men were then carried off to a neighbouring
house, where one of them shortly died. When the wreck of the accident had
been cleared away, it was determined to make another effort to launch the
vessel, but without effect; for all pressure that the “rams” could apply
was found insufficient to move her. After straining for some time, the
piston-rod of one of the hydraulic rams gave way, and this accident put an
end to the attempt to launch the great ship for this day.
Numerous hydraulic machines were now borrowed and fixed, fresh tackle
applied, and many novel and ingenious expedients adopted. It was thought
necessary to await the next spring tides, in order that the monster when
she should be launched might find a sufficient depth of water. The
precaution was needless; many weary weeks were to pass before she was
afloat. On some days, when every exertion seemed vain, she would
capriciously slip a few inches at the stem or stern. After a long
interval, another small distance would be accomplished; sometimes a day’s
journey would be three or four feet, sometimes twenty or thirty. Finally,
by continued perseverance, she was brought down the ways until she was
immersed some eight or ten feet at high water, and then, as the final
launch was certain of accomplishment, it was thought desirable to leave
her till the high tides of January should rise so far as to aid materially
in her final flotation, and make it practicable to tow her to a secure
berth, where her last fittings could be put in, and she could be made
ready for a voyage.
With the spring tides the water rose under the great ship nearly eighteen
feet; and on the 31st January she gave such signs of buoyancy that it was
resolved to float her on that day. The tide ran up with unusual swiftness,
and as the flood relieved the weight upon the launching ways some of the
hydraulic machines were set to work, for the last time, to push the
monster as far as possible towards the centre of the river. She moved
easily; and at half-past one the men in the rowing boats stationed
alongside observed that she no longer rested on the cradles—that she was,
in fact, afloat. The tugs fastened to her began steaming ahead, and showed
that at last she was fairly under way. Then the cheers which arose from
the yard and from the decks, from the boats in the river, and the crews of
the ships at anchor up and down the stream, spread the great news far and
wide; and thus, under the most favourable circumstances, the huge vessel
commenced her first voyage on the Thames.
[Illustration: THE LAUNCH OF THE “GREAT EASTERN.”]
And now we must give some description of her internal arrangements and
accommodations. The hull is divided transversely into ten separate
compartments of 60 feet each, and rendered perfectly watertight by
bulkheads, through which there is no opening whatever below the second
deck. Two longitudinal walls of iron, 36 feet apart, traverse 350 feet of
the ship. This mighty vessel was destined to afford accommodation for
4,000 passengers, viz., 800 first class, 2,000 second class, and 1,200
third class, and a crew of 400. The series of saloons, which were
elegantly fitted and furnished, together with the sleeping apartments, are
situated in the middle of the ship, and extend over 350 feet of her
length. The lofty saloons and cabins are very imposing, more resembling
the drawing-rooms of Belgravia than ordinary cabins. The “Grand Saloon” is
62 feet long, 36 feet wide, and 12 feet high, with a ladies’ cabin, or
rather boudoir, 20 feet in length. Massive looking-glasses in highly
ornamented gilt frames decorate its sides. The strong iron beams overhead
are encased in wood, the mouldings being delicately painted and enriched
with gilt beading. Around two of the funnels which pass through this
gorgeous apartment are large mirrors, with alternate highly ornamented
panels, and at their base are groupings of velvet couches. The walls are
hung with rich patterns in raised gold and white, and at the angles are
arabesque panels, while sofas covered with Utrecht velvet, buffets of
richly carved walnut-wood, carpets of surpassing softness, and _portières_
of rich crimson silk to all the doorways, give an elegance to the whole
far surpassing the gigantic toy ships of ancient monarchs. The
paddle-wheel engines can be made to give 5,000 horse-power, and the
screw-engines 6,000 horse-power; making 11,000 in all.
On the 9th September, 1859, the vessel, which had now been re-christened
the _Great Eastern_, took her first trip from the Thames under the most
favourable circumstances, the weather being very fine, with a light breeze
of wind, and blue sky overhead. Starting with four tugs, two on the bow
and two at the quarter, to guide her through the narrow parts of the
river, after some delay and a few slight mishaps, she reached Purfleet,
where she anchored for the night. At daylight on the following morning,
she started for the Nore, where she arrived about noon, having attained a
speed of thirteen knots an hour, though going only at half-speed, her
engines making not more than eight revolutions a minute. From the Nore the
_Great Eastern_ proceeded successfully to Whitstable, where she anchored,
getting under weigh there at a quarter past nine on the following morning,
with a fresh breeze. After passing Margate she encountered a stiff gale,
in which she appeared quite at ease when large ships were under
double-reefed topsails, and small vessels were obliged to lie to. But an
unfortunate accident occurred to her when off Hastings, through the
explosion of one of her funnel-casings, causing the death of six men
employed in the engineering department, injuring various others, and,
destroying nearly all the mirrors and other ornamental furniture in the
grand saloon. No injury was, however, done to the hull or machinery of the
vessel sufficient to prevent her proceeding on her voyage to Weymouth,
which she reached without any further misfortune, on the afternoon of
Friday, within the time anticipated for her arrival. On her arrival, the
pilot who had been in charge of her from Deptford to Portland (Weymouth
Bay) made an official report of her performances to the Company,
confirming, in some measure, the glowing accounts in many of the public
journals, and realising the sanguine expectations of the directors, though
their hopes of profit had been somewhat damped by the accident which,
apart from the loss of life, entailed an outlay of £5,000. The necessary
repairs having been completed, the _Great Eastern_ proceeded from Portland
to Holyhead, but without passengers as originally contemplated. Starting
at noon of the 8th of October she made the run to Holyhead in forty hours,
at an average speed of close upon thirteen knots, or more than fifteen
statute miles in the hour, having on some occasions attained a speed of
fifteen knots an hour. But upon the whole the expectations that had been
formed of her were disappointed. The paddles proved defective either in
power or mode of fitting; and the utmost speed attained fell far short of
calculation. It began to be suspected that the power of her engines was
not proportioned to her tonnage, and the ship was found to roll
considerably. It should have been mentioned that, whilst lying outside
Holyhead harbour for the purpose of further trials, she became exposed to
the full fury of the hurricane of the 26th October. In this terrific storm
the ship behaved nobly, but was at one time in considerable danger of
being driven ashore. She returned to Southampton, and was berthed for the
winter in Southampton Water.
On the 21st January, the captain of the _Great Eastern_, Captain Harrison,
was drowned in Southampton Water by the capsizing of a small boat carrying
him from the ship to the town. The boat, which was fully manned by six
picked seamen and the captain’s coxswain, was seized in a sudden squall
near the dock-gates, and upset before the trysail could be lowered. Boats
were at once put off from the _Indus_ to the rescue, but when Captain
Harrison was reached, the body was floating a little under water, and life
was quite extinct—death being apparently the result of apoplexy caused by
the intense cold. The coxswain was found insensible close by, and survived
only till the evening. A fine youth, son of the chief purser, was also
drowned; the chief purser himself (Mr. Lay), and Dr. Watson were amongst
those saved with the crew.
The _Great Eastern_ made her first Transatlantic voyage to New York after
a very successful but by no means rapid passage of ten days and a half. In
many respects the vessel fully answered the expectations of her builders.
Her vast bulk aided the fineness of her lines in cutting through the
opposing waves without any apparent shock. To those which rolled upon her
sides she rose with a easy swing, and they passed to leeward, seemingly
deprived of their fury; others struck her with full force, but no
vibration or shock was communicated to the vast mass. It was speedily
discovered that there were two prime defects in her appointments—it was
impossible to raise the steam in the boilers which animate the
paddle-wheel engines to the full power; and the wheels themselves were not
so placed as to act on the water with effect.
On the 21st, the power of the ship was put to a most trying test. A strong
northwesterly gale had raised a rough sea. “It has always been said that
she never could or would pitch, but the truth is this ship does just the
same on a small scale that ordinary vessels in a sea may do on a very
large one. The _Great Eastern_ against a head sea makes a majestic rise
and fall, where a steamer of 2,000, or even 3,000, tons would be labouring
heavily, and perhaps taking in great seas over her bows. On this Thursday
she dipped down below her hawse pipes. It was a fine sight to watch her
motion from the bows, splitting the great waves before her into two
streams of water, like double fountains, and to look along her immense
expanse of deck as she rose and fell with a motion so easy and regular
that the duration of each movement could be timed to the very second.”
On the 23rd, the ship being off the banks of Newfoundland, the temperature
decreased so rapidly that it was feared that floating icebergs were near,
and the speed was slackened, and precautions taken against accident; and,
on the 26th, when not more than 450 miles from New York, the ship ran into
a dense fog, through which she had to feel her way. These circumstances
materially affected the duration of the voyage. The most anxious part of
the whole navigation was now at hand—the passage over the shoals and bars
which impede the passage to New York harbour, and the ship was repeatedly
stopped to take soundings. All dangers were boldly passed, and the dawn of
the 27th showed the coast in a dim blue line, with the spit of Sandy Hook
lying like a haze across the sea. The lighthouse was passed at 7·20 a.m.,
and the _Great Eastern_ had completed her first Transatlantic voyage. From
Sandy Hook the vessel passed into the harbour, stirring up the sand on the
bar, but escaping all danger by the admirable readiness with which she
answered her helm. The advent of the great ship had been expected in
America with an eagerness which cast into the shade even the interest
taken in her at home. She was a great and startling “fact.” Therefore, no
sooner was her arrival telegraphed, than the bay was studded with yachts,
schooners, and steam-ships, whose passengers marked every portion of her
progress with vociferous cheers; all the ships were covered with flags,
the bells rang out, the cannon roared, the wharfs and houses were crowded
with enthusiastic welcomers. Even the Government Fort Hamilton fired a
salute of fourteen guns. The return voyage was uneventful. In May, 1861,
she again started from Milford Haven for New York, on an ordinary
passenger voyage, and made a very successful, but not very rapid, passage
of nine days thirteen and a half hours, the greatest distance run in one
day being 410 statute miles. She commenced the return voyage on the 25th
May, and arrived off Liverpool in nine and a half days, running in one day
416 statute miles.
[Illustration: ARRIVAL OF THE “GREAT EASTERN” AT NEW YORK.]
When civil war in the United States forced on the English Government the
fact of the defenceless state of Canada, it was resolved to send out
reinforcements with the greatest speed, and the _Great Eastern_ was taken
up as a troop-ship to convey 2,500 men, 100 officers, and 122 horses. In
addition to these, were about 350 wives and children of the soldiers. She
sailed from the Mersey on the 27th of June, and made her voyage with such
speed and safety that her real use appeared to have been discovered at
last. This success inspired confidence, and when she was next announced to
sail with passengers, nearly 400 persons engaged first and second-class
berths. Among them were several parties, and an unusual proportion of
ladies. A very considerable cargo was also sent on freight. She left the
Mersey on the 10th September, and commenced her voyage with every prospect
of success. But, when about 250 miles westward of Cape Clear, she was
caught in a tremendous gale. She appears to have been in the very centre
of a cyclone hurricane. In the midst of this whirlwind one of the forward
boats broke loose. The captain ordered the helm to be put down, in order
to bring the ship up into the wind, that the boat might clear the wheel.
The ship refused to answer her helm. Some hand-sails were then set with
the same object, but they were instantly blown to shreds. Soon a terrific
noise was heard, and it was clear that something had gone wrong with her
machinery. The waves had struck her paddles with such force that they were
bent, and scraped the ship’s side at every revolution, threatening to
shear away her iron planking. Under these circumstances it was necessary
to stop the paddle engines and trust to the propeller for progress. This,
of course, did not add to the power of steering; for, if the helm was
insufficient when the power was amidships, it was, of course, still less
effectual when the power was all astern. The ship, therefore, lay exposed
to the tremendous lashing of the sea, which ran mountains high. One by one
the floats were struck away, and at daybreak the next morning nothing of
the paddle-wheels was left except twisted iron rods attached to the shaft.
Nor was this the extent of the misfortune. The stress upon the rudder, now
that it had to control the entire length of the ship, was tremendous, and
about 5.45 a.m., during a terrific sea, the top of the rudder-post, a bar
of iron ten inches square, was wrenched away. The ship had now entirely
lost steerage power, and lay utterly at the mercy of the waves. She rolled
tremendously. The hapless passengers were dashed from side to side; the
cabin furniture broke loose, as well as the cargo, crushing everything
they touched. In the hold, tallow-casks, weighing many hundredweight, and
a chain cable of many tons, got loose in one of the compartments, and
threatened to burst out the ship’s side at every roll. Many of the
passengers were severely injured. The decks were swept, six boats were
carried away, and two were broken to pieces. In this precarious condition
the ship lay from Thursday to Sunday evening, a waif upon the ocean. At
length, on Sunday afternoon, the violence of the wind abated, the sea went
down, and chains were got out and connected with the rudder, so that some,
though a very imperfect, purchase was obtained. Some apparatus was
constructed and got overboard, by which the ship was steadied and the
steering power increased. By these means her head was got round and a
course was made for Cork Harbour. On Tuesday she was off the Old Head of
Kinsale, and in the afternoon at the entrance of Cork Harbour, but she was
unable to enter. She therefore remained outside in great peril, for she
was blown out to sea again, and drifted to some distance before she was
enabled to enter. Her subsequent history, in connection with the laying of
the Atlantic cable, belongs to another section of this work.
[Illustration: THE “MONITOR” PASSING THE VICKSBURG BATTERIES.]