The principal dimensions of the hull and engines are given in the note to this chapter (p. 245).
[119] The engines as designed by Messrs. Maudslay were beam engines, although Mr. Brunel had strongly urged them to adopt the more compact form of direct-acting engines. They, however, thought it better not to depart from what was then the usual form.
[120] Steam and its Uses, by Dr. Lardner, 1856. Chapter on ‘Steam Navigation,’ section 10.
[121] ‘An exposition of the advantages of the proposed Railway from Limerick to Waterford.’
[122] The Steam Engine: its Application to Navigation and Railways, with Plain Maxims for Railway Speculators, 5th edition, 1836, p. 307.
[123] It is right to add that, according to the report given in the Athenæum newspaper of the meetings of the British Association at Liverpool in September 1837, ‘Dr. Lardner addressed the section (Mechanical) on his old subject, the application of steam to long voyages. His remarks and calculations were to a great extent identical with those brought forward by him last year at Bristol, and published long since in his work on the steam-engine, but the conclusions were somewhat varied. The Doctor did not now deny that the voyage might be practicable, but he did not believe that it would be profitable’ (Athenæum, September 23, 1837). Dr. Lardner was answered by several speakers, and among them by Mr. Guppy, who pointed out in much detail the unreliable character of Dr. Lardner’s data; while nothing was suggested about commercial profits or subsidies. It may therefore be inferred that Dr. Lardner’s arguments as to the consumption of fuel remained the same, although he may have abandoned the conclusion which legitimately followed from them—namely, that the long voyages were practically impossible.
The Report in the Bristol Mirror newspaper of the same date (copied from the Liverpool Standard) is as follows:—‘Dr. Lardner’s speech was little beyond a repetition of his discourse last year in Bristol, re-published by him in the Edinburgh Review. The voyage to America by steam he treated as practicable, but so uncertain as to render a profitable result hopeless.... During nearly all the year there was an adverse west wind, and the Gulf Stream was to be avoided.’
[124] She had only seven passengers on board; fifty, it is stated, were deterred from going in her by hearing of the fire.
[125] These engines were to have had two cylinders of 88 inches diameter.
[126] It is interesting, in connection with this subject, to mention the following circumstance. At Mr. Brunel’s recommendation, Mr. Humphrys consulted Mr. James Nasmyth as to the best means of forging the large paddle-shaft; as they could not get any manufacturer to undertake it. To accomplish this forging Mr. Nasmyth designed his steam-hammer, and though it was not then erected in Bristol, in consequence of the alteration of the form of the engines of the ‘Great Britain,’ it soon afterwards came into general use.