October, 1855.

The question of the principles to be followed in the use of this new machine, for such it must be considered, and the character and the qualifications of the man to whom it is to be entrusted, and the points to which his attention must be particularly devoted, have long been subjects of deep and serious consideration with me.[157]

And the difficulties are complicated by the consideration that public opinion, and those established and universally received opinions which, being the result of experience, cannot be called prejudices, have to be considered, and must be yielded to to a great extent, even when somewhat opposed to sound reasoning, or to conclusions deliberately formed upon a due consideration of the novel circ.u.mstances under which we have to act; but, while conceding much to past experience, and to preconceived opinions, the real requirements of the case must have the first consideration.

Thus, as it is a ship that we have to navigate, public opinion, if nothing else, requires that we should have a sailor of undoubted experience and skill to command her; but although seamanship may be one of the essential conditions or qualifications for the commander, I think we shall find, upon examination, that the work we have to do, and the duties to be performed, and the qualifications we consequently require in the man who is to conduct this work, are so peculiar that mere seamanship, in the ordinary sense of the term, if it were to be solely relied upon, would be even a disadvantage rather than otherwise, and that we require much that is not necessarily found in the most perfect specimen of a seaman, and much that is far more difficult to find than the ordinary qualifications.

I wish particularly to impress this upon you: the subject has occupied long, frequent, and serious deliberations. I have come to the conclusion which you will no doubt readily acquiesce in, that our first practical mechanical success, upon which so much of our financial success hangs (although others might reap the benefit even of our failure in the first instance), will depend mainly upon the skilful management in our earliest voyages of the machine we are about to set afloat; but I have also come to the conclusion, the correctness of which may not be so immediately apparent to you, that this machine, though nominally a ship, not only admits of, but requires, a totally different management from that which may have successfully navigated ordinary ships, and that most of the habits, feelings, and sensations, amounting to instinct, possessed by a good sailor, and the peculiar power of skilful adaptation of expedients to emergencies, which const.i.tute the merits of a first-rate sailor, have to be put aside for a time rather than applied in the first instance to make a successful commander of the vessel.

In navigating a small vessel, a man has to study the appearance of the weather, the direction of the wind, and that of the seas; to consider the probabilities of change; to vary his course more or less with reference to any of these causes, and according not only to the then state of all these operating causes, but also with reference to the probabilities of change; and with their consideration his mind is princ.i.p.ally occupied, and it is in the exercise of judgment and foresight in these points that he shows his skill.

Steam navigation, and the gradual increase in the size of vessels, have no doubt materially modified this, but much still remains to occupy the mind of the commander of a steamer, with which not only we shall have nothing to do, but too much attention to which, from previous habits, would divert his attention from that which, under the different circ.u.mstances, will become much more important.

In the same manner, in manuvring such a vessel in harbour, the ordinary modes would be totally inapplicable; whereas, by entirely discarding all previous practices, and keeping in his mind and making use of the peculiar powers which are at command in this vessel, and judiciously attending to the immense effect of the _vis inertiae_, or momentum of such a ma.s.s, so far beyond that of anything now afloat that it becomes a totally _new_ influence, this machine may be managed by a skilful man with a facility which is not attainable with small craft; while such a ma.s.s would be destruction to itself or to anything that comes in contact with it, if treated at all in the same manner as even the largest steamers are now handled.

Another peculiarity to be attended to in the management of this mighty ma.s.s is that by no possibility must she be allowed to touch the ground.

Our ship will be found, I believe, if tried, to possess unusual strength: no combination of circ.u.mstances within the range of ordinary probabilities can cause such damage to her as to sink her, even if she were to be run on sharp rocks with deep water around; and I believe she might remain for months aground, exposed to the heaviest seas without serious damage. The lives of the pa.s.sengers, and even the cargo generally, will be safe, almost perfectly safe, and so far she will be very different from and very superior to any vessel now afloat; but there will also be another great difference, although she may remain safely aground, she will probably remain so for a long time.

If she were to ground at high water or where there is a little tide, and when she happens to be rather light of coal, and should take in any water so as to deepen her, no ordinary appliances in the power of the crew will get her off, or, at all events, not without great loss of time, and at very heavy sacrifices. Such an event in the first year of her career would probably ruin our Company, as the grounding of the 'Great Britain' did the Great Western Steam-Ship Company, although it proved the good qualities of that ship, and thus advanced iron ship-building. A sailor will no doubt receive with disgust and as an insult the suggestion of the possibility of his running his ship ash.o.r.e. We cannot afford, however, to rest contented with this expression of feeling, natural and praiseworthy as it may be: our circ.u.mstances are totally different; and that which is considered certainly as a serious evil, but still only an evil more or less serious, would be to us fatal; it is no longer a question of degree of injury--it is death.

I have had some costly experience; I have had to do with many steamers--several remarkable for their size and their value, according to the ideas of the time, and two of them each in their day considered Leviathans, more wondered at than even ours, and exciting much more anxiety on the part of their promoters, and there was as much care taken in the selection of commanders as I ask you to take now; nevertheless both of these, to the ruin of the Company in one case, and almost every other steamer I have had anything to do with, has not merely touched, but been aground. Not a season hardly pa.s.ses without a case of even a Queen's ship going ash.o.r.e, although navigated by men educated for the purpose, with the advantage of every appliance hitherto thought necessary and sufficient, and with fearful responsibility attached to them. All these are published cases known to the world; and if the log books of all the steamers were searched, I believe the result would be a list in which the ships that had not been aground would form the exceptions, and, in the majority of cases, the blunder is so gross, that the most far-fetched excuses of errors of compa.s.s and unknown currents, although in well-known channels, are obliged to be invented.

The real explanation is a simple one. Ships are navigated with far too reckless a confidence in the mere personal instinct and skill of those in command, and in their ability to get out of a sc.r.a.pe in time. Methodical systems and mechanical means of ensuring accuracy are far too much neglected, or rather have not kept pace at all with the great improvements in speed and the power of locomotion which science has introduced, whether in the construction of steam vessels or even of sailing ships, and which the advance of the day now calls for. There are no means at present used of taking soundings worth having while a ship is going fast through the water, or in time to be of any use if the soundings shoal rapidly; the trouble is so great and the operation so slow that it is not resorted to sufficiently often. The steering by compa.s.s is so rough and so coa.r.s.e, that no real accuracy is attained. Good observations to determine position are taken at too long intervals of distance run, and consequently are subject to be interrupted for too long a period by what is called and supposed to be continual bad weather; although it would rarely happen, if persons were continually on the watch, who had nothing else to do or to think of, that twenty-four hours would pa.s.s without some glimpses of a star or of the sun.

Thus with a speed of ten or fifteen knots, and cloudy weather, and, above all, with that unfortunate confidence of seamen to which I have referred, there is never any certainty just at the time when it is really required. No doubt, skilful seamen do generally arrive at an astonishing approximation in their estimates, and the results on the average are most successful, and remarkable proofs of the skill brought into action. But the instrumental means of attaining accuracy are lamentably in rear of the improvements that have been made in the means of locomotion, and have not at all kept pace with the vast increase of capital embarked in each individual case.

All these deficiencies are, however, easily remedied; the means do exist, or can be devised, and might be applied if we insisted on their application. We have seen numerous instances where the difficulties are admitted and grappled with systematically, and with what patience and skill a fleet has been piloted up unknown rivers full of shoals in China, and through intricate channels with covered rocks in the Baltic. In our case, the object to be attained is a vital one to us; and what I most dread is the confidence of our commander resulting from his previous experience preventing his appreciating the peculiarities of the case, and applying that greatly increased amount of method and system which is essential to change that, which is now rendered only highly probable by the skill of man, into mechanical certainty. The man who takes charge of such a machine, in which is embarked so large a capital, must have a mind capable of setting aside, without forgetting, all his previous experience and habits, and must be prepared to commence as an observer of new facts, and seize rapidly the results. A man of sense and observation, with a good mechanical head, and with decision and courage, would succeed without much previous nautical knowledge; but, unquestionably, a man familiar with all that is going on around would be much more competent, provided he does not allow his habits derived from former experience to induce him to neglect any of the new means of information in his power, to all which his former knowledge should be made subservient.

If much has to be unlearnt, or rather carefully set aside for the time, as generally inapplicable in its present shape, there is also much to be learnt in the navigation of such a vessel; and one of the most essential qualifications of the commander would be a belief in his want of experience, and a readiness to see the novelty of his position, and a cautious and sound but quick perception of the new and powerful influences and _new_ effects of those same causes with which he may have been familiar under very different circ.u.mstances.

The great ma.s.s and size of this vessel must necessarily render it so much less affected by the ordinary disturbing causes of wind and sea, that, practically, little attention ought to be paid to these, at least not as expecting the ordinary results; but other effects may be produced which must be carefully studied and learnt in the early voyages, so that they may be met and counteracted as they have been by experienced men under the present system. Thus, as an example of this cla.s.s of effects to which I would refer, there is reason to believe that this vessel, although apparently unaffected by a wind on the beam, or a cross sea, which would be very noticeable even with the largest of the present steamers, would nevertheless have a steady and rather strong tendency to come up to the wind. A certain direction of a cross sea is not unlikely to produce a contrary effect. It is quite possible also that the apparent lee-way, or the deviation of the axis (or keel) of the ship from the line of the course, will be greater with the wind on the beam than with smaller vessels, although the actual drift or lee-way may be less; and all these effects will result from her great length (unless counteracted by causes I do not now foresee), and will probably be totally different in degree from any similar effects now felt. These effects must be carefully studied, and with a mind prepared to consider them as new, for they will be new and distinct from anything now experienced. In the same manner, and to a much greater degree, the effects of the speed which we must hope to attain will upset all the usual methods of determining accurately the position and the course of the vessel, and still more the precautions to be taken in approaching land. A 24 hours'

run, at 20 miles per hour, without a good observation, and with a possible error of estimate, or a doubt, at all events, of the exact effect of the set of currents, or of the speed of the ship through the water, or of the precise amount of lee-way, may easily make an error of 20 or 30 miles in position at the end of the day's run.

On the other hand, by almost abandoning the present modes, and adopting measures which I shall point out presently, adapted to the new circ.u.mstances, a much greater degree of certainty and accuracy may be attained than is now even sought for. I have had the best advice on these points, both astronomical and nautical: the Astronomer Royal, Mr. Airy, who both as a man of science and a practical man, and by his official position, is the first authority on such matters, and Professor Smyth, of the Edinburgh Observatory, Captain Beecher of the Admiralty, and several other scientific naval men, have a.s.sisted me; and, under their advice, instruments are being constructed, and a system devised, which will admit of continuous observations being made with great accuracy at all times of the day, and particularly at night, and by means of which also a continuous correction of the ship's compa.s.ses with the most minute accuracy can be kept up, and her position be ascertained with almost the same accuracy as a point on land; and I have their authority for saying that such improved means are desirable, and are attainable.

The importance and advantage of continuous observation throughout the twenty-four hours, whenever a glimpse can be obtained of any object which will answer the purpose, and even when the horizon is invisible, may not at first be evident, but it cannot be over-estimated. An exact knowledge of the ship's movements will be soon acquired that would almost replace observation, and the average of numerous observations secures an accuracy which cannot be approached by any other method.

By a careful and continuous comparison of the exact distances run, with accurate records of the speed of the engine and of the ship through the water, registered by good instruments (the performance of which has been tested, and which are being made), and having proper reference to the varying draught of water of the vessel, the most precise measure of the speed of the vessel through the water can be learnt; and by careful observation of the force and direction of the wind, the effect of any given wind, and an accurate measure of her drift or lee-way, may be obtained; and then, by adhering strictly, without regard to wind or weather, to a course previously laid down on good charts, having upon them the sets of currents, as already observed, the true position of the ship may be determined at any moment, and there need never be the slightest hesitation, or any time or distance lost by doubts.

In addition to the instruments above named, I hope to be able to provide the means of sounding at moderate depths while the ship is going her full speed.

Having the means, then, of determining the ship's course and position with much greater accuracy than is now practised, we must seek to make that course, or the distance to be run, the shortest possible, that is to say, the course which will occupy the least time.

The exact course to be taken by such a vessel must be determined upon and laid down upon the charts after a due consideration of all the circ.u.mstances which can possibly affect the time occupied in the voyage between any two points, and particularly by examining and considering well all the information which scientific observers have collected and recorded as to the currents, probabilities of fogs, or of ice, and other impediments, the chances of meeting vessels, which must be avoided as much as possible, the average direction of prevailing winds, varying such course, perhaps, in certain lat.i.tudes with the season of the year, but certainly not with the temporary direction or force of the winds or state of weather at the moment; for the speed which we shall attain renders these causes of secondary consideration, and would interfere with all ordinary calculations derived from present experience of the probable state of the wind in the new position which the ship would attain after a few hours' run. The business of the commander would be, therefore, to adhere rigidly to the exact course previously deliberately determined upon, and not to be tempted to deviate except slightly, and even then only according to rules which he shall have previously laid down for himself.

The importance of adhering strictly to this rule cannot be over-estimated. The period occupied in a voyage will be materially influenced by the exact course followed, and as such course must be determined upon only by a calm and somewhat laborious study of doc.u.ments, it cannot be safely determined upon except in the closet, that is, _before the voyage_, and uninfluenced by the excitement of hopes or by disappointments caused by difficulties.

The safety of the ship and of the enterprise may also mainly depend upon the rigid adherence to this rule.

With the means at his disposal for checking that course, and with the method and regularity involved by a rigid adherence to it, and a correction at once of any departure from it, a degree of certainty will be attained as to the ship's position which will almost preclude the possibility of an accident, and which I consider practically invaluable as affecting the safety of our vessel. This rigid adherence to an exactly prescribed course will prevent any risk of that which is the cause of the greater number of losses. No inducement of fine weather, or a happy state of mind and body of the captain, or a desire to save time, or to show the beauties of a coast, or any other temporary cause, will lead to a nearer approach to dangerous points than had been previously determined upon as safe. The shortest and best route, the safest from all dangers, and giving the widest berth to all sh.o.r.es or shoals, having been laid down, must be kept to against all temptations.

Economy of fuel is another consideration of the highest importance.

The engines are of power sufficient, if fully worked, to consume considerably more than the cargo provided. Large as may be the supply which the ship is capable of carrying, it is no more than that which is calculated as necessary for the voyage intended, with a moderate allowance for contingencies; and it must be borne in mind that the ordinary means of making up any deficiencies would be totally inapplicable in our case, since no supply capable of being drawn in an emergency from other sources would be sufficient.

The precise quant.i.ty calculated and provided must be made sufficient, or the consequences would be serious. The usual practice, therefore, of going ahead as fast as the engines will take the ship must be entirely abandoned. Careful observations, systematically pursued, will show the speed which, under different states of immersion, can be attained without a disproportionate expenditure of power, and to this speed the engines must be limited. A little experience will probably show that, under certain circ.u.mstances of immersion of the ship, or of the state of the sea, it may be economical to force the screw or the paddle engine, the one more than the other. This can only be determined by somewhat delicate and very precise and accurate observations. These must be made. It is not merely a question of degree, but our whole success depends upon the application, not of one, but of all these refinements.

A close study of the relative speed of the ship, as ascertained by the self-registering logs, and by continuous astronomical observations, compared with the expenditure of power in the engines as indicated by the number of revolutions constantly registered, and the power expended as measured and recorded by the chief engineer, will be necessary for some time to come, and until indeed the management of such large ships becomes as much a matter of rule as it is now, or perhaps ought to be more than it is, with smaller ones.

As to the use of the sails, while the engines are nevertheless in full action, it must be entirely a matter of experiment, and an experiment in which, again, all previous habits and prejudices must be set aside.

Whether a sail steadies such a ship usefully or not can be, and must therefore be, positively determined by measurement with proper instruments, and not by the sensations; and the result upon the speed of the vessel as compared with the power expended must, in like manner, be ascertained by positive observations and measurements. No past experience can do other than mislead. It is quite possible that the same means which improve the rate of the present large steamers may be prejudicial to our performance.

The commander must appreciate the necessity of all this study and attention to what is rather mechanical than nautical, or our voyage will be a failure. The difference between the peculiar qualities of such a floating ma.s.s as compared with those of the largest steamer now afloat, is likely to be as great as between the last and a 100-ton cutter; and the most prejudiced believer in the acquired skill of an old sailor who had learnt to manage the small vessel in the most perfect and masterly manner, would not expect him to be able to handle one of the present large steamers, still less to elicit the best performance out of her. In the same degree the man who takes the command of our ship must, if he is to succeed, enter upon his duties with a belief that he has nearly all to learn, at the same time that this feeling is perfectly consistent with a proper confidence in his own powers to master the new circ.u.mstances, and to succeed with this as he may have done with other vessels.

Finally, the commander's attention must be devoted exclusively to the general management of the whole system under his control, and his attention must not be diverted by frivolous pursuits and unimportant occupations. I believe that even in the present large steamers much advantage would result from relieving the captain from all care of the pa.s.sengers and cargo; but in our case, where we may have to provide for thousands instead of hundreds, and arranged in different cla.s.ses, and living in completely separate saloons and compartments, the present system of a captain dining at the table and a.s.sociating with the pa.s.sengers would be impracticable, even if it were desirable. But for much more important reasons, and on general grounds, I think that while the commander is of course supreme over every department, he should not be embarra.s.sed by undertaking any one, still less should he have his mind occupied with the troublesome and frivolous concerns of a vast hotel, nor should he be hampered by the necessity of attending to the hours and the forms of a large society. Moreover, I consider it essential that he should by his presence and control keep up the position and the sense of responsibility of the chief officers under him, by living and messing with them; the commander and those acting immediately under him must occupy a more dignified position than they now do.

The result of all these general views is, that the command of this ship must be considered to consist mainly in the superintending and keeping up in a high state of order the perfect working of a highly methodical pre-arranged system, by means of which the ship is to be made to go like a piece of very accurate machinery, precisely in the course which has been pre-arranged, and precisely at the speed, and with the consumption of power, which has been ascertained to be the highest attainable with the requisite economy; and there must be a proper establishment of a.s.sistants, competent to control each department of this system. As regards the const.i.tution of this establishment, I consider the commander should have a staff of chief officers or captains. I believe three will be necessary, with a fourth performing general duties and ready to take the place of any one of the three; that one of them should always be in command of the ship (under the commander); that, besides these chief officers, there should be a master, corresponding to a master in a Queen's ship, who would have a.s.sistants and calculators or clerks, whose duties would be to keep the ship's reckoning, to keep up perfect and continuous observations, to calculate with precision and set from hour to hour the exact course by compa.s.s which has to be followed, to keep in the course determined upon by the captain, to keep a series of accurate observations and records of all matters that can affect the ship's movements--duties involving an amount of science and practical astronomical and mathematical knowledge which requires a superior education, and which is found only in this cla.s.s of men. The duty of the master would be therefore to supply the science necessary for the conduct of the ship, and to be the commander's cyclopaedia and book of reference, to be able at any moment to report to the commander the exact position of the ship and her course, and the variation of her compa.s.ses, and take the soundings, if any, to note the fact of a change in the temperature of the water, indicating approach of ice, and any other symptom or fact which can affect the ship's movements--all which should be determined by continuous observations methodically and mechanically made, and not be dependent upon the chance of the commander's anxiety or greater or less forethought. The chief engineer should also be a superior man, selected more for his general qualifications as a good director of men and machinery, than as a mere marine engineer. These should form a staff, and be of a standing to live and mess with the commander; so that each department should thus be furnished with a chief competent for the special duties of his department, and reporting to and acting under the general control of the commander.

That the principles thus laid down as to following exactly a prescribed and predetermined course, and as to regulating exactly the consumption of power and consequently of fuel, and the keeping up a system of what may be termed scientific observation for the purpose of ensuring this regularity, I submit should be rigidly enforced; and the commander should be required to adopt these principles as the guide of his conduct, and to use the measures that are placed at his disposal for working this machine in the manner and with the precision pointed out.

_Letter on the Duties of the Chief Engineer._

March 19, 1857.

The duties which I apprehend will devolve upon the chief engineer of our ship will be, firstly, the supreme direction and management of both the princ.i.p.al engines, and all the auxiliary engines and machinery worked by them in the ship; and as the construction of such a ship, and of many of its adjuncts, such as the iron masts and yards, steering apparatus, and other parts, are strictly of an engineering character, and such as in the event of repairs, particularly at sea or in foreign ports, would require a mechanical engineer rather than a shipwright, I think it must be made part of your duty, as the most competent officer, to make yourself thoroughly acquainted with the construction of the ship and all its parts, and all mechanism within it, so as to be prepared to take such share of responsibility as to the state of the structure of the ship as it may be found desirable to throw upon you as chief engineer, and at all events to be prepared to be the captain's chief authority and responsible adviser on all matters of mechanical engineering.

The princ.i.p.al duty, however, will of course be the management of the engines, including the care of the paddle, screw, and other machinery immediately connected with the engines, or worked by them; and as the success of the ship as a steamboat will depend entirely upon the amount of power developed by the engines, in proportion to the fuel consumed, there is no limit to the degree of attention, of judgment, and of skill, that not only may be usefully applied, but that must be applied to ensure success.

I have no wish to alarm you as to the amount of work or responsibility that will devolve upon you; my object is rather to show you the opportunity afforded of displaying judgment, skill, and a.s.siduous attention, and thus, as I hope, to excite your ambition, when I seek to draw your attention very strongly to the peculiarities of this case.

In ordinary steam navigation, whatever perfection has as yet been sought for or attained, the business of the engineer has been mainly to keep the engines in perfect order, and to develope the greatest amount of power possible, and, secondly, to effect as great economy as possible in the consumption of fuel; but the latter has been merely a question of economy in a pecuniary point of view, and not of necessity, and has been entirely secondary to the first condition, so much so that the most successful ships have not been by any means the most economical, on the contrary, they have been rather extravagant consumers.

In the present case, the circ.u.mstances are totally different, and it will be essential that you should change altogether your accustomed views on this subject.

This ship is built to go round the world with a defined and limited amount of fuel, which you have no power to exceed, or rather, if you exceed it, at any part of the voyage, the whole is a failure.

The circ.u.mstances are therefore reversed, with this additional condition, that there is no medium or partial success. In the ordinary cases you have a limited power of engine and an excess of fuel, in which it is desirable but not essential that you should effect economy; in the present case you have a limited and defined quant.i.ty of fuel to consume, with an excess of engine power, and the art will be to obtain the largest total amount of power from this fuel, expending it progressively, and in such a manner as to reach a given point. To effect this, and obtain the best possible results, will require of course that the engines should be kept in the best possible order; but this, although a preliminary condition, is an ordinary one, requiring no peculiar duties or exercise of judgment, and must be a.s.sumed, as on all occasions, a matter of course. The peculiar duties in our case will be the continuous study in every trifling detail that can effect the result of the means of obtaining the largest amount of steam from the defined expenditure of fuel and the use of this steam, so as to obtain the largest amount of power, and the largest amount of result.

The mere study of this question must necessarily occupy some time, and for several voyages it will be a subject of experiment; but the more rapidly positive information can be obtained, the more prompt and certain will be our success. To attain success will require a degree of attention to every minute detail, which it has never yet been necessary or profitable to devote to this branch.

The continuous weighing out of coals and measure of the products of each boiler (for which means will be provided), the continual observation of the extent to which blowing-off is desirable, the continuous measure by indicator of the performance of the engines under different pressures and degrees of expansion, so that you can at all times furnish the captain with the exact performances of the two engines, and the cost of fuel required to produce given results in each; so that he may have the means of comparing your expenditure with the results he obtained in the speed of the ship, and of learning the relative beneficial effects of employing more or less the paddle or the screw in different states of weather, or different immersions of the ship, will be required; and every method of increasing the performance of each gang of stokers, and of stimulating their skill and care, and every refinement in each separate branch of the work, to effect economy of fuel, or rather, development of power with a given amount of fuel, will be necessary. We all know full well how, if every effort is continuously made and every possible care is continuously bestowed in each department, 4 or 5 per cent. can be saved or gained in many points, and at many times in the 24 hours, between the drawing of the coals from the bunkers and the development of power at the paddle board or the screw blades; and if only 1 per cent. can be thus gained in a few points, the aggregate will soon amount to 10 per cent., which with us may make the difference between success and failure. All these things will require judgment, thought and attention, rather than labour, and, above all, close watching and method, and good management of men.

Besides these more than ordinary duties during the voyage, the only peculiarity in the service will be that, with such a costly machine, the mere interest of money and fixed expenditure upon which will not be short of 200_l_. a day, and the perfect state of which is so essential, you will be required to give more attention to the machinery when in port than is usually required.

I trust that this strong but not exaggerated statement of what would be expected of the chief engineer, will excite your desire to undertake the duties, rather than deter you from seeking the post; and that, if the Directors should accept the offer of your services, you will enter upon the duties with confidence, though with a sense of their serious importance. In the event of your appointment, it will be a necessary condition that you should be able to commence at once the supervision of the erection of the engines. This work is already much farther advanced than I should have wished it to be before the chief engineer had taken charge of it. I attach great importance to his having that familiar knowledge of all the parts and their condition, which no study of drawings can give so well as actual inspection during erection, and I wish also that he should satisfy himself of the perfect truth of every adjustment.

It will be seen from the doc.u.ments which have been printed in this chapter how 'deeply and seriously' Mr. Brunel had considered all the conditions which were, in his opinion, necessary for the economical construction, and the successful employment, of the great ship; but it is hardly possible, by means of extracts from his correspondence, to convey an adequate impression of the amount of labour he expended--from the year 1852 to the last days of his life--on the supervision of every detail of the work. 'The fact is,' he said, 'I never embarked in any one thing to which I have so entirely devoted myself, and to which I have devoted so much time, thought, and labour, and on the success of which I have staked so much reputation.'