[170] Builders’ measurement, or O.M., is the measurement of a vessel according to the old law of 1773 (13 George III., Chap. LXXIV.) which prescribed as follows: “The length shall be taken on a straight line along the rabbet of the keel of the ship, from the back of the main stern-post to a perpendicular line from the fore part of the main-stem under the bowsprit, from which substracting three-fifths of the breadth, the remainder shall be esteemed the just length of the keel to find the tonnage; and the breadth shall be taken from the outside of the outside plank in the broadest place in the ship, be it either above or below the main wales, exclusive of all manner of doubling planks that may be wrought on the sides of the ship; then multiplying the length of the keel by the breadth so taken, and the product by half the breadth and dividing the whole by ninety-four, the quotient shall be deemed the true contents of the tonnage.”
Though another Act was passed in 1834 (Act 5th & 6th William IV. Chap. LVI.) which was again amended by the 6th & 7th Victoria, Chap. LXXXIV., and consolidated by 8th & 9th Victoria, Chap. LXXXIX., known as the “new measurement, or N.M.” the old law remained in use with all shipbuilders in their contracts until 1854, when the law (proposed and carried out by Moorsom) now in force, was passed. By this law, the internal cubic contents of a ship are ascertained, and the register tonnage (on which all fiscal dues are levied) ascertained by certain calculations which produce as nearly as possible the same results in the old measurement of all ships built since 1854 (see ante, vol. iii. note, p. 310), and thus the necessity is avoided of altering the rates charged upon shipping, for light, dock and other dues; under the present law, which is generally approved, an allowance is made for the space occupied by the engines in steam-vessels, so that the register tonnage on which all dues are levied is the gross admeasurement, less the space occupied by the propelling power. The mode of arriving at this, adopted by different nations, has of late been a question of much discussion with reference to the dues charged on vessels passing through the Suez Canal.
[171] The “Principle of Construction” of this vessel is clearly stated in the following note given in Mr. Brunel’s life at p. 234: “To enable the ship to resist the action of the heavy Atlantic waves, especial pains were taken to give her great longitudinal strength. The ribs were of oak, of scantling equal to that of line-of-battle ships. They were placed close together and caulked within and without before the planking was put on. They were dowelled and bolted in pairs; and there were also four rows of 1½ inch iron bolts, 24 feet long, and scarfing about 4 feet, which ran longitudinally through the whole length of the bottom frames of the ship. She was closely trussed with iron and wooden diagonals and shelf-pieces which, with the whole of her upper works, were fastened with bolts and nuts to a much greater extent than had hitherto been the practice.”
[172] “Arrival of the ‘Great Western’ and ‘Sirius’ Steamers at New York.—At three o’clock P.M., on Sunday, the 22nd of April, the Sirius first descried the land, and, early on Monday morning, the 23rd, anchored in the North River immediately off the battery. The moment the intelligence was made known, hundreds and thousands rushed early in the morning to the battery. Nothing could exceed the excitement. The river was covered during the whole day with row-boats, skiffs, and yawls, carrying the wondering people out to get a close view of this extraordinary vessel. While people were yet wondering how the Sirius so successfully made out to cross the rude Atlantic, it was announced about eleven A.M. on Monday, from the telegraph, that a huge steamship was in the offing. ‘The Great Western!—the Great Western!’ was on everybody’s tongue. About two o’clock P.M. the first curl of her ascending smoke fell on the eyes of the thousands of anxious spectators. A shout of enthusiasm rose on the air.... During the first part of the passage of the Sirius she made slow progress, her speed varying from 4 knots 4 fathoms per hour to 7; the latter portion was at the rate of 8 to 11 knots. Thus the grand experiment has been fairly and fully tested, and has been completely successful. The only question now in the case is that of expense. Can steam-packets be made to pay?”
[173] Sixty knots are equal to sixty-nine geographical or statute miles.
[174] The Great Western ran regularly between Bristol and New York till the end of 1846. In 1847 she was sold to the West India Royal Mail Steam Packet Company, and was long one of their best vessels. In 1857 she was broken up at Vauxhall, being no longer able to compete profitably with the new class of steamers which, by that time, had been placed on the different Transatlantic lines.
[175] “Departure of the first Steam-ship from Liverpool to New York.—On Thursday evening the Royal William, the property of the City of Dublin Steam Packet Company, set sail on her first voyage for New York. The Royal William was announced to sail for New York at half-past six o’clock. At that time Prince’s Pier was lined towards the river with a dense crowd from top to bottom, and the rigging of the shipping in the Prince’s Dock was densely manned with sailors. Every conceivable standing place on George’s Pier was crowded to excess. The deck of the vessel was crowded with passengers and their friends, and those whom curiosity had taken there. Exactly at half-past six o’clock the anchor was weighed, and, immediately, as the noble vessel began to move she was greeted with the enthusiastic cheering of thousands of spectators, which were responded to by those on board, whilst from Woodside, Birkenhead, Rock Ferry, the Pier, and the steamboats in the river on all sides, scores of cannon thundered forth the rejoicings of their possessors.... She is built by Messrs. Wilson and her engines are from the manufactory of Messrs. Fawcett and Preston. The vessel is 817 tons burthen, and her engines are 276 horse-power, and work expansively at a 5 feet 6 inch stroke. The consumption of coal is 14 cwt. 2 lbs. per hour. She has furnaces which completely ignite the smoke, and are a saving of 33 per cent. in the consumption. The smoke from the chimney top is scarcely perceptible. She has fuel on board for 4500 miles; almost sufficient to take her out and bring her back again. Her length is 175 feet; breadth of beam 27 feet; and depth of hold 17 feet 6 inches. She is also fitted with four water-tight wrought-iron bulk-heads for safety from foundering and fire. She is fitted up with floats, which neutralize the vibration. Her paddle-wheels are 24 feet in diameter, and, owing to the great depth of the vessel in the water from the large quantity of coal on board, the paddles are 6 feet in the water. In smooth water the vessel sails 11½ knots an hour. Her cabins, which are exceedingly neatly fitted up, contain accommodation for eighty passengers. There are two principal cabins and several private cabins. Thirty-two passengers went out in her.”
[176] The Royal William made her first passage from Liverpool to New York in nineteen days and the passage home in fourteen and a half days.
[177] Mr. George Burns, whose family had for many years held a highly respectable position in the city of Glasgow (his father having been for the very long period of seventy-two years the minister of the Barony parish of that city), entered into partnership with his elder brother, James, in 1818, and in that year founded the great business firm still carried on in Glasgow. In 1824 they became owners, along with the late Hugh Matthie of Liverpool, of six sailing-vessels trading between that port and Glasgow, and in the same year they engaged in steam navigation between Glasgow and Belfast. They next substituted steam for sailing-vessels in the Glasgow and Liverpool trade and, in 1830, amalgamated this business with that of the Messrs. MacIver of Liverpool, with whom they afterwards made arrangements to establish the line of steamers with the United States of America from Liverpool, suggested by Mr. Cunard. The business thus created was, in its various branches, carried on by Messrs. G. and J. Burns in Glasgow, by Messrs. D. and C. MacIver in Liverpool, and by Messrs. S. Cunard and Co., in Halifax, N.S., under the superintendence of Mr. Cunard at Boston, and, subsequently, when New York was embraced in the line, under the management of his son Mr., afterwards Sir Edward, Cunard, Bart. Mr. David MacIver died a few years after the formation of the Cunard line. Mr., afterwards Sir Samuel, Cunard, Bart., and his son, Sir Edward, who died more recently, have been succeeded by Mr. William Cunard, now managing the affairs of the company in London and Mr. George Burns, alone, survives of the Glasgow firm, the business of which is now carried on by his two sons, Mr. John Burns (whose abilities and philanthropy are alike conspicuous), and his brother, Mr. James Cleland Burns, and that in Liverpool by Mr. Charles MacIver (a gentleman of remarkable energy and ability) and his sons.
[178] Mr. Cunard in his evidence before the Select Committee “On Halifax and Boston Mails” (Parl. Paper, 1846, No. 563), stated that 3,295l. per voyage was paid for the service. And, in 1874, Mr. John Burns, in his examination before the Royal Commission “On Unseaworthy Ships,” said, in reply to question 16,982: “The original contract of the Cunard Company which was made by my late partner, Sir Samuel Cunard, was made with the Admiralty, and under the Admiralty all the ships were inspected by Admiralty officers, and there were certain restrictions in the contract as to allowing them to be used in time of war. These ships were all wooden ships and they had to carry naval officers on board, and to do other things which caused a good deal of trouble and expense to us. In the last contract which we negotiated we said that we would take less money, if certain of these restrictions were taken away from us. Therefore, we are now under a contract of 70,000l. a year, and carry no naval officers on board.”