Courtesy of Holmes' "Ancient and Modern Ships"
Great Eastern, 1858; the Most Completely Protected Passenger Ship Ever Built
There can be no doubt that in undertaking to build a ship of the then unprecedented length of 692 feet, the designers were as much concerned with the question of her strength as with that of her ability to keep afloat in case of under-water damage. But it so happens that the very forms of construction which conduce to strength are favourable also to flotation—a fact which renders all the more reasonable the demand that, in all future passenger-carrying steamships, a return shall be made to the non-sinkable construction of this remarkable ship of over fifty years ago.
Let it not be supposed, however, that Brunel and Russell were insensible to the risks of foundering through under-water damage, or that the fully protected buoyancy of this vessel was accidental rather than the result of careful planning. For in the technical descriptions of the ship, it is stated that the inner skin was carried forward right up to the bow, as a protection against "collision with an iceberg," and it is further stated that the combination of longitudinal and transverse bulkheads afforded such complete subdivision, that "several compartments might be opened to the sea without endangering the ship."
So remarkable in every respect was the Great Eastern, so admirable a model is she of safe construction, even for the naval architect of to-day, that a somewhat extended description of the construction of the vessel will doubtless be welcome.
It was at the close of the year 1851 that Brunel made a study of the problem of building a vessel of sufficient size to carry enough coal to make a round voyage to Australia and back, and at the same time afford comfortable accommodations for an unusually large number of passengers and carry a large amount of freight. With the thoroughness and frank open-mindedness which distinguished the man, he sought for information and advice from every promising quarter. Sir William White is of the opinion that all the leading features of the design, such as the structure, the arrangement of the propelling machinery, and the determination of dimensions, originated with Brunel, who said at the time: "I never embarked on any one thing to which I have so entirely devoted myself and to which I have devoted so much time, thought, and labour; on the success of which I have staked so much reputation, and to which I have so largely committed myself and those who were supposed to place faith in me." Sir William states that, after going carefully through Brunel's notes and reports, his admiration for the remarkable grasp and foresight therein displayed has been greatly increased. "In regard to the provision of ample structural strength with a minimum of weight, the increase of safety by watertight subdivision and cellular double-bottom, the design of propelling machinery and boilers, with a view to economy of coal and great endurance for long-distance steaming; the selection of forms and dimensions likely to minimise resistance and favour good behaviour at sea, Brunel displayed a knowledge of principles such as no other ship designer of that time seems to have possessed." The value of this tribute will be understood when it is borne in mind that Sir William White is the most widely known architect of the day.
The principal dimensions of the Great Eastern were as follows:
PARTICULARS OF THE GREAT EASTERN
| Length between perpendiculars | 680 | feet |
| Length on upper deck | 692 | " |
| Extreme breadth of hull | 83 | " |
| Width over paddle-boxes | 120 | " |
| Depth from upper deck to keel | 58 | " |
| Draught of water (laden) | 28 | " |
| Weight of iron used in construction | 10,000 | tons |