| PAGE |
| 1. | Extract from Mr. Brunel’s Diary (December 26, 1835) | 78 |
| 2. | Letter on the Box Tunnel (June 21, 1842) | 81 |
| 3. | Extract from Report to Directors of the Great Western Railway Company on Break of Gauge (December 13, 1838) | 105 |
| 4. | Extract from Report to Directors of the Great Western Railway Company on the Permanent Way (February 1837) | 109 |
| 5. | Letter on various Points relating to the Broad Gauge (August 4, 1845) | 120 |
| 6. | Extract from Letter on Atmospheric System (April 8, 1844) | 137 |
| 7. | Report to the Directors of the South Devon Railway Company, recommending them to adopt the Atmospheric System (August 19, 1844) | 138 |
| | The question had been frequently considered by him (p. 138)—Stationary power is cheaper and otherwise better than locomotive power (p. 138)—The Atmospheric System is a good, economical mode of applying stationary power (p. 138)—Reasons for considering it applicable to the South Devon Railway (p. 139)—In the construction of the line (p. 140)—In the subsequent working (p. 141). | |
| 8, 9. | Letters on giving Evidence before the Select Committee of the House of Commons on the Atmospheric System (March 31, 1845; April 3, 1845) | 145 |
| 10. | Report to the Directors of the South Devon Railway on the State of the Atmospheric Apparatus (August 27, 1847) | 149 |
| | Regret at postponement of working (p. 149)—Which has been caused by delay in completion of the engines (p. 149)—Experimental trains have run (p. 149)—Difficulties have exceeded all just anticipations (p. 150). |
| 11. | Report to a Committee of the Directors of the South Devon Railway Company on the Causes of the Failure of the Atmospheric System (August 19, 1848) | 159 |
| | The first difficulty has been in the stationary engines, which have consumed an excessive amount of fuel (p. 159)—The difficulties in the working of the longitudinal valve have been more numerous (p. 161)—The principal evil might be remedied in a new valve (p. 162)—An extension of the system beyond Newton cannot be recommended (p. 162)—The delay in obtaining the telegraph has been a great disappointment (p. 163). |
| 12. | Letter on the Design of Engineering Works (December 30, 1854) | 178 |
| 13. | Extract from Letter on the Use of Cast Iron in Bridge Construction (April 18, 1849) | 190 |
| 14. | Extract from Letter on the same Subject (March 13, 1848) | 192 |
| 15, 16, 17. | Extract from Letters on Bridges of Large Spans (January 31, 1852; December 1, 1852; May 30, 1854) | 212 |
| 18. | Extract from Report on the Cornwall Railway as to making the Saltash Bridge for a Single Line (February 5, 1852) | 214 |
| 19. | Report to the Directors of the Great Western Steam-Ship Company on the Selection of the Builders of the Engines for the ‘Great Western’ Steam-ship (June 18, 1836) | 235 |
| | Every means must be taken to secure the best engines possible in this the boldest attempt yet made (p. 235)—The peculiar conditions required in these engines (p. 235)—They must, as far as is possible, be perfect in all their details from the moment of their completion (p. 235)—The machinery required is by no means an ordinary steam-engine (p. 236)—Modifications necessary in designing engines of so large a size (p. 236)—Reasons based on these considerations for preferring Messrs. Maudslay and Field as builders of these engines (p. 236). |
| 20. | Letter on the Engines for the ‘Great Britain’ Steam-ship (June 12, 1839) | 249 |
| | Both the plans of Messrs. Maudslay and Field and Mr. Humphrys are adapted to the case, and the choice will depend upon the relative cost and advantages of forming an establishment to build the engines, and that of having the skill of experienced manufacturers (p. 249). |
| 21. | Letter to T. R. Guppy, Esq., on the Construction of Iron Ships (August 3, 1843) | 259 |
| 22. | Extract from Letter on the ‘Great Britain’ Steam-ship (December 11, 1844) | 261 |
| 23. | Letter to Captain Claxton on the State of the ‘Great Britain’ Steam-ship (December 10, 1846) | 264 |
| 24. | Report on the Condition of the ‘Great Britain’ Steam-ship when stranded in Dundrum Bay (December 14, 1846) | 267 |
| | The ship is, apart from mere local damage, perfectly sound, which would not have been the case had she been built of timber (p. 267)—Description of her injuries (p. 268)—Consideration of the best means of recovering the property invested in her—It would not be profitable to break her up (p. 268)—How, then, is the vessel to be got into port? (p. 269)—This question is secondary to that of how she is to be preserved until she can be removed (p. 269)—A stiff timber breakwater would not stand, even if it could be safely constructed (p. 269)—The best plan is to form under the stern and along the exposed side of the ship a mass of fagots (p. 270)—And in order to preserve the ship, this must be done without delay (p. 270)—As to floating her off, she should be lifted and made water-tight (p. 271)—But she must first be preserved (p. 272). |
| 25. | Letter to Captain Claxton on the Breakwater (December 29, 1846) | 272 |
| 26. | Report enclosing Captain Claxton’s Account of the Proceedings at Dundrum (February 27, 1847) | 273 |
| | Success achieved by Captain Claxton in constructing the breakwater of fagots (p. 273)—Introduction by him of several important alterations and improvements in the plans proposed (p. 274). |
| 27. | Report on the proposed Means of Floating the ‘Great Britain’ Steam-ship (May 4, 1847) | 278 |
| | The ship has been successfully protected and lifted, and made water-tight, so that the operation of floating by camels becomes more practicable (p. 279)—The Directors would do well to call in Mr. Bremner to advise them (p. 280). |
| 28. | Extract from Letter relating to Proceedings at the Admiralty as to the Screw Propeller (July 8, 1842) | 283 |
| 29. | Extract from Letter on the same Subject (August 6, 1842) | 286 |
| 30. | Statement of Project for a Line of large Steam-ships (June 10, 1852) | 292 |
| | The principle advocated is that of making the vessel large enough to carry her own coal for the voyage, just as the ‘Great Western’ steam-ship did in 1838 (p. 292)—The size being limited only by the extent of demand for freight, and by the circumstances of the ports to be frequented (p. 292). |
| 31. | Extract from Letter describing the Project of the Great Ship (July 1, 1852) | 293 |
| 32. | Letter to J. Scott Russell, Esq., on the Form and Dimensions of the Great Ship (July 13, 1852) | 294 |
| 33. | Report to the Directors of the Eastern Steam Navigation Company on mode of Proceeding (July 21, 1852) | 296 |
| 34. | Report on Enquiries relating to the Draught and Form of the Great Ship (October 6, 1852) | 297 |
| 35. | Report on the Dimensions of the Great Ship (March 21, 1853) | 299 |
| 36. | Report on the Tenders for the Ship and Engines (May 18, 1853) | 301 |
| | A short specification was drawn up for the engines, and detailed drawings and specifications for the ship (p. 301)—Tenders have been received for the engines from Mr. J. Scott Russell, Messrs. Watt and Co., and Mr. Humphrys (p. 302)—After frequent communications with these gentlemen, Messrs. Watt and Co.’s designs are preferred for the screw engines, which will be the largest yet made, and on which will mainly depend the performances of the ship (p. 302), and Mr. J. Scott Russell’s for the paddle engines (p. 302)—As regards a tender for the ship, after communications with several parties, the result is a tender from Mr. J. Scott Russell (p. 303). |
| 37. | Extracts from Mr. Brunel’s Memoranda relating to the ‘Great Eastern’ Steam-ship (July 11, 1852, to November 18, 1853) | 304 |
| | July 11, 1852: Dimensions of the ship (p. 304)—Division of power between the screw and paddle engines (p. 305)—Every known means must be adopted to ensure efficiency (p. 305)—Jacketing of steam pipes, &c. (p. 305). July 17, 1852: Conference with Mr. Field as to division of power between the screw and paddle engines (p. 305)—Pressure of steam (p. 305)—Nothing uncertain must be risked (p. 305)—Jacketing (p. 305). July 19, 1852: Strong bulkheads every 30 feet or thereabouts, and the main ribs, and even at least two main deck beams, to be longitudinal, instead of transverse (p. 305). February 2, 1853: Present views as to the construction of the ship and engines (p. 306)—Boilers (p. 307)—Advantages of oscillating engines for both screw and paddle engines (p. 307). February 21, 1853: Proper dimensions for the Calcutta line (p. 308)—Gas (p. 308)—Ventilation (p. 308)—Steering (p. 308). March 14, 1853: Dimensions now determined on (p. 308). March 22, 1853: Various dimensions settled (p. 308). April 28, 1853: Tenders are being sought for (p. 308)—Arrangements for measuring the coal (p. 309)—Use of clean water (p. 309). August 7, 1853: Memoranda for engines (p. 309). November 18, 1853: Governors (p. 309)—Auxiliary engine and boiler (p. 309). |
| 38. | Extracts from Mr. Brunel’s Memoranda relating to the ‘Great Eastern’ Steam-ship (February 25 to March 10, 1854) | 310 |
| | February 25, 1854: Thought and labour involved in the details of the construction both of the ship and engines (p. 310)—Cabin arrangements (p. 310)—Economy of material in the construction of the ship (p. 310)—A matter generally neglected in shipbuilding (p. 310)—All this misconstruction forbidden (p. 311). March 3, 1854: Details of screw engines (p. 311). March 10, 1854: Details of ship (p. 311). |
| 39. | Letter to the Secretary of the Eastern Steam Navigation Company, on Position as Engineer of the Company (August 16, 1854) | 311 |
| | His unusual stake in the undertaking, and the heavy responsibility he has incurred (p. 311)—The work is one which requires that it should be entirely under his individual management and control (p. 312)—And therefore there must be no other adviser or source of information on any question connected with the construction or mode of carrying out the work (p. 312). |
| 40. | Letter to the same on an Article in a Newspaper (November 16, 1854) | 313 |
| | His general rule is not to notice newspaper articles, but this one bears the stamp of authority (p. 313)—Marked care is shown in depreciating his former efforts in advancing steam navigation, and in representing him, in the present case, as the passive approver of the project of another (p. 313)—Whereas it originated solely with him, and has been worked out by him with great thought and labour (p. 314). |
| 41. | Report to the Directors of the Eastern Steam Navigation Company, describing the Nature of the Undertaking (February 5, 1855) | 315 |
| | Labour of preparing the preliminary designs for the ship (p. 316)—[Proposed arrangements for launching]—Principal peculiarities in the construction of the ship (p. 316)—Water-tight compartments (p. 316)—Transverse bulkheads (p. 316)—Double skin (p. 317)—Longitudinal bulkheads (p. 318)—Economy in materials (p. 318)—Engines (p. 318)—Boilers (p. 319)—The best advice has been sought on every point (p. 319)—The position and design of the paddlewheels (p. 319)—The screw propeller—(p. 320)—Protection from fire (p. 320)—Masts and sails (p. 320)—Astronomical observations (p. 320)—Lightning conductors (p. 321)—Adjustment of compasses (p. 321). |
| 42. | Letter to G. B. Airy, Esq., Astronomer Royal (October 5, 1852) | 321 |
| | As so much depends on perfect navigation, every means is to be taken to ensure a constant determination of the ship’s position and course (p. 321)—It is proposed to have an observatory and staff of observers to be constantly engaged in taking observations (p. 322)—What should be the nature of these observations and of the instruments required? (p. 322). |
| 43. | Memorandum on the Management of the Great Ship (October 1855) | 324 |
| | The principles to be followed in the use of this new machine, and the qualifications of the commander, have long been a subject of anxious consideration by him (p. 324)—This ship requires a totally different management from that suited to ordinary vessels (p. 325)—Examples of this proposition (p. 326)—Size of the great ship (p. 326)—By no possibility must she be allowed to touch the ground (p. 327)—Probable effects of the great size and mass of this vessel (p. 329)—And of her speed (p. 330)—The proposed system of continuous observation (p. 330)—The exact course the ship is to take must be determined previously to the voyage, and must be strictly adhered to (p. 331)—Economy of fuel another consideration of the highest importance (p. 332)—Proper speed of the engines (p. 332)—Use of the sails (p. 333)—Peculiarities of the position of the commander (p. 333)—His attention must be devoted exclusively to the general management of the system by which the ship is to be made to go like a piece of machinery (p. 333)—His assistants (p. 334)—Four chief officers (p. 334)—A master at the head of a staff of observers, who are to make continuous observations upon the position and performances of the ship (p. 334)—The chief engineer (p. 335)—The principles herein set out are to be adopted by the commander as the guide of his conduct in working this machine (p. 335). |
| 44. | Letter on the Responsibility of his Position (sent with last) | 324 |
| 45. | Letter on the Duties of the Chief Engineer of the Great Ship (March 19, 1857) | 335 |
| | 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 (p. 336)—The peculiar duties of the chief engineer will be to obtain 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 (p. 337)—Accurate measurements required of fuel expended and results obtained (p. 337)—Economy in every department may make the difference between the success and failure of the ship (p. 337)—The chief engineer should, if possible, superintend the erection of the engines (p. 338). |
| 46. | Extract from Report to the Directors of the Eastern Steam Navigation Company, describing the proposed Arrangements for Launching (February 5, 1855) | 341 |
| | Reasons for deciding to launch the ship sideways (p. 341)—And probably gradually (p. 342). |
| 47. | Extract from Memorandum as to Power required to move the Ship (September 26, 1857) | 352 |
| 48. | Letter to Captain Harrison on the River Tackle (September 30, 1857) | 354 |
| 49. | Letter to the Directors of the Eastern Steam Navigation Company on the Nature of the Launching Operations (October 23, 1857) | 355 |
| | The date is uncertain (p. 355)—The ship is to be lowered down and floated off by a slow and laborious operation (p. 355)—She may stop or not move at all (p. 356). |
| 50. | Memorandum on General Arrangements and intended Mode of Proceeding in the Launching Operations (October 30, 1857) | 356 |
| 51. | Letter to the Directors of the Eastern Steam Navigation Company on the State of the Operations (November 26, 1857) | 366 |
| 52. | Letter to the Directors, and Memorandum on the State of the Operations (December 17, 1857) | 377 |
| 53. | Letter to W. Froude, Esq., describing the Floating of the ‘Great Eastern’ (February 2, 1858) | 389 |
| 54. | Extract from Report to the Directors of the Bristol Dock Company on the Condition of the Floating Harbour (August 31, 1832) | 423 |
| 55. | Extract from Report on the same subject (January 31, 1842) | 424 |
| 56. | Extract from Report on Portishead Pier (December 26, 1839) | 427 |
| 57. | Letter on the Distribution of Prizes, addressed to the Chairman of the Committee of the Section of Machinery of the Exhibition of 1851 (March 11, 1850) | 445 |
| 58. | Extract from Report of the Jury of Class VII. of the Exhibition of 1851 on Sir Joseph Paxton’s Design for the Building | 447 |
| 59, 60, 61. | Letters to Westley Richards, Esq., on the Polygonal Rifle (October 25, 1852; February 7, 1853; November 26, 1858) | 450-1 |
| 62. | Extract from Letter to James Nasmyth, Esq., on the Construction of Large Guns (April 2, 1855) | 452 |
| 63. | Extract from Letter to W. G. Armstrong, Esq., on the Wire Gun (June 8, 1855) | 454 |
| 64. | Memorandum on the Floating Gun-Carriage (December 20, 1855) | 455 |
| | The principle is fixing a very heavy gun in a floating shot-proof chamber (p. 455)—Mode of working the gun (p. 455)—Mode of manœuvring the vessel (p. 456)—Mode of attacking the Baltic forts with a fleet of such vessels (p. 457)—Thickness of iron required to make the vessel shot proof (p. 458)—Best manner of constructing the vessels (p. 458). |
| 65. | Letter to the Secretary of the Admiralty on the Floating Gun-Carriage (July 27, 1855) | 459 |
| 66. | Memorandum on Renkioi Hospital Buildings (March 1855) | 463 |
| | Necessary conditions in designing these buildings (p. 463)—General description of them (p. 463)—Closets and lavatories (p. 464)—External and internal covering (p. 464)—Ventilation (p. 464)—Kitchens (p. 465)—Drainage (p. 466)—Officers’ quarters (p. 466)—Transport of materials (p. 466)—Portable baths (p. 467)—Cost of buildings (p. 467). |
| 67. | Letter on the Direction of Railway Works (March 4, 1845) | 475 |
| 68. | Letter on the Position of Joint Engineer (October 16, 1843) | 476 |
| 69. | Letter on the Position of Consulting Engineer (December 30, 1851) | 477 |
| 70. | Letter on the Position of the Engineer in relation to the Contractors (May 26, 1854) | 477 |
| 71, 72, 73. | Extracts from Letters on the Relations between the Engineer and the Directors (April 15, 1850; December 6, 1851; Jan. 22, 1857) | 478-481 |
| 74, 75, 76. | Extracts from Letters on Interference of Directors with the Assistant Engineers (January 19, 1842; January 28, 1842; December 12, 1851) | 481-3 |
| 77. | Extract from Diary (May 5, 1846) | 485 |
| 78. | Letter to an Inventor (September 17, 1847) | 486 |
| 79. | Letter on the Royal Commission on the Application of Iron to Railway Structures (March 13, 1848) | 486 |
| 80. | Letter on a Proposal to obtain Recognition in England of Decorations conferred at the Paris Exhibition of 1855 (Feb. 9, 1856) | 489 |
| 81. | Memorandum for Evidence before the Select Committee of the House of Lords on the Patent Laws, A.D. 1851 | 490 |
| | He has had large experience of the patent laws (p. 490)—Has never taken out one, and is of opinion that the system is productive of immense evil (p. 491)—Reasons for this belief (p. 491)—Conditions necessary for a successful patent (p. 493)—Disadvantages of patents (p. 494)—Impediments in the way of improvements (p. 495). |
| 82. | Extract from Observations on the Patent Laws made by Mr. Brunel at a Meeting of the Society of Arts (March 28, 1856) | 497 |
| 83. | Letter from Philæ, describing the Ascent of the Cataracts (February 12, 1859) | 517 |
| 84. | Report to the Directors of the Great Western Railway Company on the Broad Gauge, &c. (August 1838) | 525 |
| | He is desirous of combining his views into one report (p. 525)—The difficulties have been overcome, or are gradually diminishing (p. 525)—And the result justifies the attempt which has been made (p. 526)—The gradients of the Great Western Railway are favourable (p. 526)—Advantages of the broad gauge (p. 527)—Reasons for adopting it (p. 528)—Additional cost in construction is very slight (p. 529)—Weight of carriages (p. 530)—Freedom from accidents (p. 531)—Greater space for works of locomotives (p. 532)—The greater width gives scope for improvement in every part (p. 532)—Speed obtained (p. 532)—Design of the engines (p. 533)—The continuous system of permanent way is best adapted to high speeds (p. 535)—Calculations as to its cost compared with that of a well constructed line with stone blocks (p. 537). |
| 85. | Report to the Directors of the Great Western Steam-Ship Company, recommending the Adoption of the Screw Propeller in the ‘Great Britain’ Steam-ship (October 1840) | 539 |
| | This subject will be considered under two heads: 1. The efficiency of the screw propeller, compared with the paddlewheel. 2. The advantages or disadvantages attending its use (p. 539)—The first question involves the consideration not merely of the effect produced, but also of the proportionate power absorbed in producing that effect (p. 539)—Observations on the slip of the paddlewheel and screw in the ‘Great Western’ and ‘Archimedes,’ respectively (p. 540)—The result of the comparison being, that with similar areas the screw will meet with at least equal, if not a greater resistance, and will consequently slip as little as or less than the ordinary paddle-board (p. 542)—Refutation of the common error, that the action of the screw is a very oblique one, and that it imparts a considerable rotatory motion to the water (p. 543)—Description of the action of the screw (p. 543)—The result of the experiments is that, as compared with the ordinary paddlewheel of sea-going steamers, the screw is, both as regards the effect produced and the proportionate power required to obtain that effect, an efficient propeller (p. 548)—Objections to the use of the screw propeller (p. 548)—Answered seriatim (p. 549)—Statement of the principal advantages peculiar to the use of the screw (p. 552)—The result of these enquiries is a strong and decided opinion in favour of the screw propeller being adopted in the ‘Great Britain’ steam-ship (p. 557). |
