CHAPTER VIII.

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.

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.

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.