Category: Primary Source Materials (Page 3 of 5)

The Departure of the Great Eastern

From The Weekly Pioneer and Democrat, September 30, 1859

From the London Times.

Nore Light, Thursday, Sept. 8.

After her first short run the Great Eastern remained at her anchor off Purfleet for the rest of the night, and slowly resumed her progress down the river at a quarter to 9 o’clock this morning. Her stoppage at Purfieet was a sad disappointment to many thousands who had been collecting at Gravesend all day in the firm belief that she could or would stop nowhere else. Her slight detention at Blackwall point, however, prevented this, and it became absolutely necessary from the state of the tide to bring up at once at Long Reach. The distinguished arrival threw Purfleet into a state of uncommon excitement. Every one within moderate reach of it by road or rail hurried to the little village till it was thronged to the water’s edge. Gravesend, also, seemed most unwilling to yield up its share in the great occasion without an effort, and before long crowded boats steered round and round the ship, the passengers cheering themselves till they were hoarse again, while the bands played “See the Conquering Hero Comes,” “Rule Britannia,’’ and ail sorts of musical welcomes. For the rest of the evening there was a constant repetition of such visits. Not a vessel passed that did not turn up hands to cheer, while many, as they came down the river, dressed in flags from stem to stern. It was not till night had fallen that the great ship was fairly left alone, and began swinging round to her anchor with the rising tide. The night was a little puffy, and seemed inclined to come more so, but the wind fell as the moon rose, and the weather eventually settled down into a dead calm, it took upwards of an hour for the tide to turn the ship fully round, and at low water, as she lay across the river for a short time in turning, she might almost be said to have stopped the navigation with her colossal bulk. During the night she swung twice again, and by daylight was lying with her head fair for the resumption of her course down the river.

Continue reading

The Atlantic Telegraph Cable

From The Alexandria Gazette and Virginia Advertiser, August 7, 1865

The last steamer from England brings the following:

The shore end of the Atlantic cable was landed and successfully connected with the instruments on board the Great Eastern. The Knight of Kerry invoked success on the undertaking, and in conclusion called on Sir Robert Peel, who made an admirable address. Cheers were then given for the President of the United States, when paying out of the heavy shore end of the cable commenced. The splice was completed in the most successful manner, and the cable worked perfectly. The gunboats Terrible and Sphynx accompanied the Great Eastern. A telegram from Valencia, dated the 24th of July, says : “Insulation defects took place on Monday afternoon. The mischief is supposed to exist three miles west of the shore-end splice, and it is believed that it was caused by too much strain from the Great Eastern. She hove too [sic] ten miles from the shore. The Caroline is picking up and underrunning the splice and repairing the fault. It is expected that the damage will be rectified immediately.

The rest of the cable remains perfect. A telegram from the Great Eastern, dated the 25th of July, says: “The cable is all O. K. again.” The signals are perfect. A small fault was discovered and cut out. The Great Eastern is now paying out the cable in lat. 52, long. 12.”

From this end of the line we have the following: Aspy Bay, Aug. 5. – We have succeeded in getting on board three miles of the Newfoundland cable after great labor; the cable, however, is so much corroded that we have no hopes of repairing it. In underrunning it parted three times. We get no tidings of the steamship Great Eastern as yet.


Source: Alexandria gazette. [volume] (Alexandria, D.C.), 07 Aug. 1865. Chronicling America: Historic American Newspapers. Lib. of Congress. <https://chroniclingamerica.loc.gov/lccn/sn85025007/1865-08-07/ed-1/seq-4/>

Obituary of Marc Isambard Brunel

From the Minutes of Proceedings of the Institution of Civil Engineers, Volume 10, 1851

Sir Marc Isambard Brunel was born in the year 1769, at Haqueville, in Normandy; his family had for several centuries held an honourable station in the Province, living on the estate on which he was born, and numbering among its members Nicholas Poussin, of whom France is justly proud.

He was educated at the seminary at Rouen, with the intention of his entering holy orders, but his predilection for the physical sciences was so strong, and his genius for mathematics and mechanics so decided, that, on the advice of the Superior of the establishment, he was removed, to follow a more congenial career.

His father then destined him for the naval service, which he entered on the appointment of the Mareschal de Castries, the Minister of Marine, and made several voyages to the West Indies. In this position, although only in his fifteenth year, his mechanical talents developed themselves actively on many occasions, and he surprised his Captain by the production of a sextant of his manufacture, with which he took his observations.

On his return to France, in 1792, he found the Revolution at its height, and, like all who entertained Royalist principles, was compelled to seek safety in emigration, which, with considerable difficulty, he accomplished, and found refuge in the United States of America, where, driven by necessity to the exercise of his talents, as a means of support, he followed the bent of his inclination and became a Civil Engineer and Architect.

His first engagement was on the survey of a tract of land near Lake Erie; he then became engaged in cutting canals, and was employed to erect an arsenal and cannon foundry, at New York, where he applied several new and ingenious machines; his highly ornamental design for the House of Assembly, at Washington, was rejected, as being inconsistent with the simplicity of a Republic. He was, however, engaged to design and superintend the construction of the Bowery Theatre, New York, since destroyed by fire; the roof of which was peculiar and original.

The idea of substituting machinery for manual labour, in the making of ships’ blocks, had long occupied his mind, and, in 1799, having matured his plans, finding the United States unable to afford full occupation for his inventive genius, he determined on visiting England.

Earl St. Vincent was at that time at the head of the Admiralty, and after the usual delays and difficulties, which were ultimately overcome, chiefly through the powerful influence of his steady friend and patron Earl Spencer, and aided by the recommendation of Brigadier-General Sir Samuel Bentham, who at once perceived and appreciated the merit of the machines, and the talent of the inventor, the system was adopted, and eventually the beautiful and effective machinery was erected, which has continued to the present time, without alteration, to produce nearly all the blocks used in the Royal Navy.

The construction of these machines was intrusted to the late Henry Maudslay, who with true discrimination, he selected for the purpose, and by whom he was ably assisted. The beautiful simplicity of these machines, their perfect adaptation to their various purposes, and notwithstanding the recent advances in mechanics, their continuing for nearly half a century in active work, without any improvements having ever been suggested, must rank themas among the most complete and ingenious pieces of mechanism ever invented.

A description of these well-known machines would be superfluous, but it should be remarked, that in them are combined all the motions and functions, since so universally applied to machines for working metals, the introduction of which, into engine and machine factories, has induced the substitution of machinery for manual labour, and has tended so essentially to secure for English machinery the deservedly high reputation which it has acquired.

The block machinery was completed in 1806, and it was estimated that the economy produced by it, in the first year, was about £24,000, two-thirds of which sum were awarded to the ingenious inventor, who was soon after engaged, by the Government, to erect extensive saw-mills, on improved principles, at Chatham and Woolwich; when he suggested modifications of the systems of stacking and seasoning timber, which, it is understood, are, after this lapse of years, to be carried in effect.

Some time previously, he invented the ingenious little machine for winding cotton-thread into balls, which, simple as it may at first sight appear, has exercised great influence in the extension of the cotton trade.

He found time, also, to invent an instrument for combining the use of several pens, for producing simultaneously a number of copies of a manuscript; a simple and portable copying machine; a contrivance for making the small boxes used by druggists, which had been previously imported in large quantities from Holland; a nail making machine also occupied his attention, and he discovered the system of giving the efflorescent appearance to tinfoil, by which it was fitted for ornamental purposes.

Among other more important improvements, must be mentioned, that of cutting veneers, by circular saws of large diameter; and to that is mainly due the present extensive application of veneers of wood to ornamental furniture.

A short time before the termination of the war, he devised the system of making shoes by machinery; and, under the countenance of the Duke of York, the shoes so manufactured, in consequence of their strength, cheapness, and durability, were introduced for the use of the army; but at the peace in 1815, manual labour becoming cheaper, and the demand for military equipments having ceased, the machines were laid aside.

Steam navigation also attracted his attention, and he became deeply interested in establishing the Ramsgate steam vessels, which were among the first that plied effectively on the River Thames; and on board of them, it is believed, that the double engines were first used.

About this period, after much labour and perseverance, he induced the Admiralty to permit the application of steam, for towing vessels to sea, the practicability of which he had strenuously urged. The experiments were tried chiefly at his own expense, a small sum in aid having been promised, but it was eventually withdrawn, before the completion of the trials; the Admiralty considering the attempt ‘too chimerical to be seriously entertained.’

He introduced various improvements in the steam-engine, and for nearly ten years persevered in the attempt to use liquefied gases, as the source of motive power, in which he was ably assisted by his Son; the necessary experiments were most laborious, and needed all the persevering energy and resources of a mind determined not to be foiled; in spite, however, of his efforts, after a great sacrifice of time and money, the plan was abandoned.

He furnished designs, also, for some suspension bridges, which, being for peculiar localities, exposed to the violence of hurricanes, in the Isle of Bourbon, exhibited, as usual, some original features.

The whole power of his mind, however, was soon to be concentrated on one great object, the construction of the Tunnel, for traversing from shore to shore, beneath the bed of the River Thames. It is said, that the original idea occurred to him, as applied to the Neva, at St. Petersburgh, in order to avoid the inconvenience arising from the floating ice; a plan which he offered to the Emperor Alexander, on the occasion of his visit to this country in 1814.

Undismayed by the previous signal failures, in the attempt to tunnel beneath the Thames, Brunel, confident in his own powers, persevered in his efforts, and in 1834, under the auspices of F. M. the Duke of Wellington, who always entertained a favourable view of the practicability of the scheme, a Company was formed, for its execution, and after numerous accidents, and suspensions of the works, accounts of which were frequently laid by Sir Isambart before this Institution, and are recorded in the Minutes of Proceedings, this great and novel undertaking was successfully accomplished, and opened to the public in the year 1843.

In the prosecution of this work, he received great assistance from his son, Mr. I. K. Brunel, V. P., and in a scientific point of view, the construction of the Tunnel will be regarded, as displaying at the same time, the highest professional ability, an amount of energy and skill rarely exceeded, and a fertility of invention and resources, under what were deemed insurmountable difficulties, which will secure to the memory of Sir Isambart Brunel, a high position among the Engineers of this country.

He received the honour of Knighthood, in 1841: and the Order of the Legion d’Honneur, in 1829, was a Corresponding Member of the French Institute, a Fellow of the Royal Society, and joined this Institution as a Member, in the year 1823, constantly attending all the meetings, giving accounts of the progress of his works, bringing forward subjects, taking part in the discussions, serving on the Council for some years, and aiding in the advancement of the Society, by every means in his power.

He was unaffected and simple in his habits, and possessed indomitable courage, perseverance and industry; whilst his general benevolence of disposition, constantly prompted him to the kindest acts, as it did to the forgiveness of injury, or slight, offered to him. His labours had so seriously impaired his health, that for some years after the completion of the Tunnel, he was unable to mix in active life, and he expired on the 12th of December, 1849, in his 81st year, after a long illness, as much regretted, as he had been loved and respected, by all who knew him.

Extract from Letter Entitled “The Ascent of Popocatapetl”

From Proceedings of the Geological Society of London, Volume 1 (November 1826 to June 1833)

An extract of a letter was read from Lieutenant William Glennie, R.N., dated Mexico, May 6th, 1827, entitled “The Ascent of Popocatapetl.”

Many contradictory reports having long existed respecting the volcanic nature of this mountain, the author felt desirous of ascertaining its actual condition in person.

The ascent commenced during the month of April 1827, from the village of Ameca, situated in the province of Puebla, and near the N.W. foot of the volcano, at an elevation of 8216 feet above the level of the sea, and distant 14 leagues from Mexico.

The author describes the sides of the mountain as thickly wooded with forests of pines, extending to the height of near 12,693 feet, beyond which altitude vegetation ceased entirely. The ground consisted of loose black sand of considerable depth, on which numerous fragments of basalt and pumice-stone were dispersed. At a greater elevation, several projecting ridges, composed of loose fragments of basalt, arranged one above another, and overhanging precipices 600 or 700 feet deep, presented formidable impediments to the author’s progress; and, in one direction only, a ravine was observed to pass through these ridges, having its surface covered with loose black sand, down which fragments of rocks ejected from the crater continually descended.

After twelve hours of incessant fatigue the author gained the highest point of the mountain on the western side of the crater, 17,884 feet above the sea; at which station the mercury in the barometer subsided to 15.63 inches, and the temperature indicated by the attached and detached thermometers, was respectively 39° and 33° Fahr. at 5 o’clock P.M., when exposed to the direct rays of the sun. The plain of Mexico was enveloped in a thick haze, and the only distant objects visible at that time, were the volcanoes of Orizaba and Iztaccihuatl. The crater of Popocatapetl appeared to extend one mile in diameter, and its edges of unequal thickness descended towards the east. The interior walls consisted of masses of rock arranged per- . pendicularly, and marked by numerous vertical channels, in many places filled with black sand. Four horizontal circles of rock differently coloured were also noticed within the crater; and from the edges of the latter, as well as from its perpendicular walls, several small columns of vapour arose smelling strongly of sulphur. The noise was incessant, resembling that heard at a short distance from the sea shore during a storm; and at intervals of two or three minutes the sound increased, followed by an eruption of stones of various dimensions; the smaller were projected into the ravine before mentioned, the larger fell again within the crater.

The sensations experienced by the author were analogous to those usually felt by travellers at considerable elevations; viz. weariness, difficult respiration, and headache, the latter inconvenience having been first perceived at a height of 16,895 feet. Tobacco smoke and spirituous liquors were also found to produce an unusually rapid effect upon the sensorium.

Scilla Autumnalis on St. Vincent’s Rocks

From The Journal of Botany: British and Foreign, Vol. XXVII, 1889

Scilla Autumnalis on St. Vincent’s Rocks. — It is gratifying to be able to announce that the hope expressed in the ‘Flora’ [of the Bristol Coalfields] (p. 201), that this rare bulb might yet be rediscovered on St. Vincent’s Rocks, has been justified. We are indebted for this pleasure to Mr. J. C. House, who, during a scramble in autumn, came upon a patch of about a hundred plants. It was somewhat perplexing, however, to find that the spot was made ground, the site of ancient quarrying; but this circumstance has been explained and accounted for in a very interesting and satisfactory manner. Mrs. Glennie Smith has kindly furnished information on the matter that was conveyed to her by Mrs. Glennie, widow of Mr. William Glennie, who was engineer, under Brunel, of many great works in the West of England. The account runs as follows:- When Brunel was about to commence the construction of the Suspension Bridge, Mrs. Glennie told him that he was going to destroy the Clifton locality of Scilla autumnalis, as it grew just where the approach on the Gloucestershire side was to be made. The engineer immediately informed himself carefully of the exact spot, and, before the ground was broken, he made some of his workmen dig up the turfs containing the bulbs, and transplant them safely beyond the reach and influence of the works he was about to begin. Mrs. Glennie could not remember if she ever knew the place to which the transference was made, but it seems tolerably clear that Mr. Brunel’s care was effectual in preserving for us a choice plant, the locality for which, when undisturbed, was evidently of very small dimensions.-J. W. WHITE (in Proc. Bristol Nat. Soc. v. iii. 232).

Rail Disaster on the New Haven Railroad, May 6, 1853

From The New York Herald, May 7, 1853 (Morning Edition)

Another Frightful Calamity.

Awful Sacrifice of Human Life

Shocking Accident

on the

New Haven Railroad.

The Precipitation of a Train of Passenger
Cars into the Norwalk River.

Forty-Five Lives Lost.

Several Persons Seriously Injured.

Names of the Killed, Wounded, and Saved.

The Cause of the Disaster.

Interesting Statements by Eye-Witnesses.

Thrilling Incidents.

Miraculous Escapes.

&c., &c., &c.

It becomes our melancholy duty to record another fatal and disastrous accident, in addition to the long list of those which have occurred in different parts of the country during the last few months. About 12 o’clock yesterday we received a telegraphic despatch from Norwalk containing the announcement and some of the particulars of a terrible railroad disaster which happened at that place about 10 o’clock in the morning. The intelligence created a profound sensation throughout the city when it was known that about fifty persons had lost their lives. The New Haven train, consisting of four passenger and two baggage cars, left this city for Boston at 8 o’clock yesterday morning, but reaching the drawbridge at Norwalk the locomotive, tender, one baggage and one passenger car and a half, ran off into the river, which at this point is over six feet deep. Some idea may be formed of the momentum from the fact that the locomotive cleared a distance of about sixty feet, nearly reaching the opposite abutment in its descent to the water. There is no doubt whatever that the accident – if accident it can be called – was caused by the carelessness of the engineer. It appears that the drawbridge was raised to admit the passage of the steamboat Pacific, the usual signal was displayed by the person in charge, and all the other necessary precautions were taken to warn the engineer of his danger. Instead, however, of checking the speed of the train, which should be reduced to at least eight miles an hour when approaching the bridge, he kept it at a rate of twenty miles, so that when he became aware of the presence of danger he found it impossible to prevent the train from falling into the river. The scene which followed was terrible in the extreme. The engine, the tender, and two cars were engulphed (sic) in the water, and the passengers either crushed to death or drowned.

Continue reading

Business Notices of John Wallis Hammond

From The London Gazette, Saturday, July 2, 1825

Take notice, that the Partnership heretofore subsisting between us the undersigned, John Hammond, John Wallis Hammond, and Cornelius Cook Hammond, as Cork Manufacturers, at Rotherhithe, in the County of Surrey under the firm of John Hammond and Sons, was this day dissolved by mutual consent, so far as concerns the said John Wallis Hammond—The business will in future be carried on by the said John Hammond and Cornelius Hammond alone, by whom all debts due and owing to and from their said late concern will be received and paid : As witness our hands this 29th day of June 1825.

John Hammond
J. W. Hammond
C. C. Hammond

Take notice, that the Partnership heretofore subsisting between us the undersigned, John Wallis Hammond, and Cornelius Cook Hammond, as Rope, Line, and Twine manufacturers, at Rotherhithe and Bermondsey, in the County of Surrey under the firm of J.W. and C.C. Hammond, was this day dissolved by mutual consent—The business will in future be carried on by the said Cornelius Cook Hammond alone, by whom all debts due and owing to and from their said late concern will be received and paid : As witness our hands this 29th day of June 1825.

J. W. Hammond
C. C. Hammond

Criticism of the Great Eastern steamship

From the Pioneer and Democrat, January 6, 1860

The leviathan steamship “Great Eastern” is certainly in a bad way. Her history from the outset has been only a series of misfortunes, financial and mechanical, till now several of those who originally embarked in the enterprise have been reduced to bankruptcy, and Brunel and Stevenson, her chief designers, passed have away. The ship herself appears to have demonstrated nothing, or in any degree served to promote nautical science. “Vaulting ambition has o’erleaped itself,” but the result is an occasion only for regret. A Liverpool contemporary suggests that American capitalists should finish the job—a proposition which is not likely to meet with prompt acceptance. The Great Eastern and Atlantic cable are the two huge failures of the century.


Source: The weekly pioneer and Democrat. [volume] (Saint Paul, Minn. Territory), 06 Jan. 1860. Chronicling America: Historic American Newspapers. Lib. of Congress. <https://chroniclingamerica.loc.gov/lccn/sn83016751/1860-01-06/ed-1/seq-1/>

« Older posts Newer posts »

© 2025

Theme by Anders NorenUp ↑