Chapter III: Front Matter (3)

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Before, however, these ten wires surrounded the core, each separate wire had to be itself covered with a jacket of tarred Manilla yarn, the object of which is at once to protect the iron from rust and to lighten the specific gravity of the mass, while adding also in some degree to the strength of the external portion of the Cable. The wire was drawn horizontally forward over a drum through a hollow cylinder, on the outside of which bobbins filled with Manilla yarn revolved vertically, and the yarns from these bobbins, being made to converge around the wire as it issued from the end of the cylinder, were thus spun tightly round the former. These Manilla-covered wires being wound upon large drums ready for use, the core, which we left some time back surrounded with jute, was passed round several sheaves, which conducted it below the floor of the factory, from whence it was drawn up again through a hole in the centre of a circular table, around the circumference of which were ten receptacles for ten drums, containing the Manilla-covered wire. Between these drums massive iron rods, fastened to the circumference of the table, rose, and converged around a small hollow cone of iron through the upper flooring of the factory, at a height of 12 or 14 feet above the table. The jute-covered core was pulled up vertically, and passed on straight through the hollow interior of the cone already mentioned, which latter formed the apex of the converging rods. This done, the ten wires from the ten drums were drawn up over the outside of the same cone, and as they rose beyond it converged around the core, which latter, being free from the revolving part of the machinery, was simply drawn out; while the circular table being now set revolving by steam power, the ten wires from the drums were spun in a spiral around the core, thus completing the Cable, which was hauled out of the factory by the hands of men, who at the same time coiled it into large iron tanks, where it was covered with water, and was daily subjected to the most careful electrical tests, both by the very experienced staff of the contractors and by the agents of the Atlantic Telegraph Company.

The distance from the western coast of Ireland to the spot in Trinity Bay, Newfoundland, selected as the landing-place for the Cable, was a little over 1,600 nautical miles, and the length of Cable contracted for, to cover this distance, including the “slack,” was 2,300 knots, which left a margin of 700 knots, to cover the inequalities of the sea-bed, and to allow for contingencies. On the first occasion 2,500 statute miles were taken to sea, the distance to the Newfoundland terminus on that occasion being 1,640 nautical miles; and, after losing 385 miles in 1857, and setting apart a further quantity for experiments upon paying-out machinery, sufficient new Cable was manufactured to enable the Niagara and Agamemnon to sail in 1858 with an aggregate of 2,963 statute miles on board the two ships, of which about 450 statute miles were lost in the two first attempts of that year, and 2,110 miles were finally laid and worked through.

The greatly increased weight and size of the Cable would have made the question of stowage a very embarrassing one had it not been for the existence of the Great Eastern steamship, there being no two ordinary ships afloat that would be capable of containing, in a form convenient for paying-out, the great bulk presented by 2,300 miles of a Cable of such dimensions. This bulk, and the now acknowledged necessity for keeping Cables continuously in water, made their influence to be felt in a very expensive manner to the Company and to the contractors throughout the progress of the work, even at this early stage. The works at Morden Wharf had to be to a very large extent remodelled to meet these contingencies. Eight enormous tanks, made of five-eighths and half-inch plate iron, perfectly watertight, and very fine specimens of this description of work, were erected on those premises, and these tanks then received an aggregate of 80 miles of Cable per week. Four of the tanks were circular in shape, and each contained 153 miles of cable, being 34 ft. in diameter and 12 ft. deep. The other four were slightly elliptical, being 36 ft. long by 27 ft. wide, and 12 ft. deep, and contained each 140 miles. The contents of all these, as they became full, were transferred to the Great Eastern at Sheerness, for which service the Lords of the Admiralty granted the loan of two sailing-ships, laid up in ordinary at Chatham, namely--the Amethyst and the Iris.[4] These ships had to undergo very considerable alteration to render them suitable for the work, portions of the main deck having to be removed--fore and aft--to make room for watertight tanks, which here, as elsewhere, were to be the medium for holding the Cable. The dimensions of the two tanks on board the Amethyst were 29 ft. diameter by 14 ft. 6 in. in depth, and each held 153 miles of Cable; of those on the Iris, one was 29 ft. diameter and 14 ft. 6 in. deep, and held 153 miles, and the other held 110 miles, and was 24 ft. wide, and 17 ft. deep.

London, Day & Sons, Limited, Lith.

THE CABLE PASSED FROM THE WORKS INTO THE HULK LYING IN THE THAMES AT GREENWICH.]

London, Day & Sons, Limited, Lith.

THE OLD FRIGATE WITH HER FREIGHT OF CABLE ALONGSIDE THE “GREAT EASTERN” AT SHEERNESS.]

The Great Eastern steamship was fitted up with three tanks to receive the Cable, one situated in the forehold, one in the afterhold, and the third nearly amidships. The bottoms and the first tier of plates were of five-eighths iron, and each tank, when completed to this height, and tested as to its tightness by filling it with water, and found or made to be perfectly watertight, was let down from its temporary supports on to a bed of Portland cement, three inches in thickness, and the building up and riveting of the remaining tiers was continued. The beams beneath each tank were shored up from the floor beneath it down to the kelson with nine inches Baltic baulk timber, and it will give some idea of the magnitude of the work to state that upwards of 300 loads of this material were required for this purpose alone. The dimensions of the fore tank were 51 ft. 6 in. diameter by 20 ft. 6 in. in depth, and its capacity was for 693 miles of Cable. The middle tank was 58 ft. 6 in. broad, and 20 ft. 6 in. deep, and held 899 miles of Cable, and the after tank was 58 ft. wide and 20 ft. 6 in. deep, and contained 898 miles. The three tanks were therefore capable of containing in all 2,490 miles of the new Cable.

The experience gained on board the Agamemnon and Niagara, and the practical knowledge obtained by the telegraphic engineers, were turned to good account in erecting the new machinery on the deck of the Great Eastern for paying-out the Cable.

Over the hold was a light wrought-iron V wheel, the speed of which was regulated by a friction wheel on the same shaft. This was connected with the paying-out machinery by a wrought-iron trough, in which, at intervals, were smaller wrought-iron V wheels, and at the angles vertical guide wheels. The paying-out machinery consisted of a series of V wheels and jockey or riding wheels (six in number); upon the shafts of the V wheels were friction wheels, with brake straps weighted by levers and running in tanks filled with water: and upon the shafts of the jockey wheels were also friction straps and levers, with weights to hold the Cable and keep it taut round the drum. Immediately before the drum was a small guide wheel, placed under an apparatus called the knife, for keeping the first turn of the Cable on the drum from riding or getting over another turn. The knives, of which there were two, could be removed and adjusted with the greatest ease by slides similar to a slide-rest of an ordinary turning-lathe. One knife only was used, the other being kept ready to replace it if necessary. The drum, round which the Cable passed, was 6 feet diameter and 1 foot broad, and upon the same shaft were fixed two Appold’s brakes, running in tanks filled with water. There was also a duplicate drum and pair of Appold’s brakes fitted in position and ready for use in case of accident. Upon the overhanging ends of the shafts of the drums driving pulleys were fitted, which could be connected by a leather belt for the purpose of bringing into use the duplicate brakes, if the working brakes should be out of order. Between the duplicate drum and the stern wheel were placed the dynamometer and intermediate wheels for indicating the strain upon the Cable. The dynamometer wheel was placed midway between the two intermediate wheels, and the strain was indicated by the rising or falling of the dynamometer wheel on a graduated scale of cwts. attached to the guide rods of the dynamometer slide. The stern wheel, over which the Cable passed when leaving the ship, was a strong V wheel, supported on wrought-iron girders overhanging the stern, and the Cable was protected from injury by the flanges of this wheel by a bell-mouthed cast-iron shield surrounding half its circumference.

Close to the dynamometer was placed an apparatus similar to a double-purchase crab, or winch, fitted with two steering wheels, for lifting the jockey or riding wheels with their weights and the weights on the main brakes of the drum, as indications were shown upon the dynamometer scale.

All the brake wheels ran in tanks supplied with water by pipes from the paddle-box tanks of the ship.

The Cable passed over the wrought-iron V wheel over the tank along the trough, between the V wheels and jockey wheels in a straight line; four turns round the drum where the knife comes into action over the first intermediate wheel, under the dynamometer wheel, and over the other intermediate and stern wheels into the sea.

PAYING-OUT MACHINERY.]

COILING THE CABLE IN THE AFTER TANK ON BOARD THE GREAT EASTERN AT SHEERNESS. VISIT OF H.R.H. THE PRINCE OF WALES ON MAY 24th.]

This dynamometer was only a heavy wheel resting on the rope, but fixed in an upright frame, which allowed it to slide freely up and down, and on this frame were marked the figures which showed exactly the strain in pounds on the Cable. Thus, when the strain was low the Cable slackened, and the dynamometer sunk low with it; when, on the contrary, the strain was great, the Cable was drawn “taut,” and on it the dynamometer rose to its full height. When it sunk too low, the Cable was generally running away too fast, and the brakes had to be applied to check it; when, on the contrary, it rose rapidly the tension was dangerous, and the brakes had to be almost opened to relieve it. The simplicity of the apparatus for opening and shutting the brakes was most beautiful. Opposite the dynamometer was placed a tiller-wheel, and the man in charge of it never let it go or slackened in his attention for an instant, but watched the rise and fall of the dynamometer as a sailor at the wheel watches his compass. A single movement of this wheel to the right put the brakes on, a turn to the left opened them. A good and experienced brakeman would generally contrive to avoid either extreme of a high or low strain, though there were few duties connected with the laying of submarine cables which were more anxious and more responsible while they last, than those connected with the management of the brakes. The whole machine worked beautifully, and with so little friction that when the brakes were removed, a weight of 200 lb. was sufficient to draw the Cable through it.

In order to guard against any possible sources of accident, every preparation was made in case of the worst, and, in the event of very bad weather, for cutting the Cable adrift and buoying it. For this purpose a wire rope of great strength, and no less than five miles long, having a distinctive mark at every 100 fathoms, was taken in the Great Eastern. This, of course, was only carried in case of desperate eventualities arising, and in the earnest hope that not an inch of it would ever be required. If, as unfortunately happened, its services were wanted, the Cable could be firmly made fast to its extremity, and so many hundred fathoms of the wire rope, according to the depth of water the Cable was in, measured out. To the other end of the rope an immense buoy was attached, and the whole would then be cut adrift and left to itself till better weather.

On the 24th of May, His Royal Highness the Prince of Wales, accompanied by many distinguished personages, paid a long visit to the Great Eastern, for the purpose of inspecting the arrangements made for laying the Cable. His Royal Highness was received by Mr. Pender, the Chairman of the Telegraph Construction Company; Mr. Glass, Managing Director; and a large number of the electricians and officers connected with the undertaking. After partaking of breakfast, the Prince visited each portion of the ship, and witnessed the transmission of a message sent through the coils, which then represented in length 1,395 nautical miles. The signals transmitted were seven words, =“I WISH SUCCESS TO THE ATLANTIC CABLE,”= and were received at the other end of the coils in the course of a few seconds--a rate of speed which spoke hopefully of success.

On Monday, the 29th of May, the last mile of this gigantic Cable was completed at Glass, Elliot, & Co.’s works; an event celebrated in the presence of all the eminent scientific men who had laboured so zealously in the promotion of the undertaking at Greenwich. When the tinkling of the bell gave notice that the machine was empty, and the last coil of the Cable stowed away, the mighty work, the accomplishment of which was their dream by night and their study by day, stood completed. For eight long months the huge machines had been in a constant whirl, manufacturing those twenty-three hundred nautical miles of Cable destined to perform a mission so important, and yet it would be difficult to point to a single hour during which they did not yield something to cause care and anxiety.

On Wednesday, the 14th of June, the Amethyst completed her final visit, and commenced to deliver the last instalment of the Cable to the Great Eastern.

On the 24th the Great Eastern left the Medway for the Nore, carrying 7000 tons of Cable, 2000 tons of iron tanks, and 7000 tons of coal. At the Nore she took in 1,500 additional tons of coal, which brought her total dead-weight to 21,000 tons.

Mr. Gooch, M.P., Chairman of the Great Eastern Company and Director of the Telegraph Construction and Maintenance Company; Mr. Barber (Great Eastern), Mr. Cyrus Field, Captain Hamilton, Directors of the Atlantic Telegraph Company; M. Jules Despescher; Mr. H. O’Neil, A.R.A.; Mr. Brassey, Mr. Fairbairn, Mr. Dudley, the representatives of some of the principal journals, and several visitors, went round in the vessel from the Nore to Ireland.

The whole of the arrangements for paying-out and landing the Cable were in charge of Mr. Canning, principal Engineer to the Telegraph Construction and Maintenance Company, Mr. Clifford being in charge of the machinery. These gentlemen were assisted by Mr. Temple, Mr. London, and eight experienced engineers and mechanists. A corps of Cable layers was furnished by the Telegraph Construction and Maintenance Company.

All the arrangements at Valentia were under the direction of Mr. Glass.

Mr. Varley, chief electrician to the Atlantic Telegraph Company, was appointed to report on the laying of the Cable, and to see that the conditions of the contract were complied with. Associated with him was Professor W. Thomson, LL.D., F.R.S., of Glasgow. His staff was composed of Mr. Deacon, Mr. Medley, Mr. Trippe, and Mr. Perry.

Several young gentlemen interested in engineering and science were accommodated with a passage on board.

At noon on July 15th the Great Eastern, in charge of Mr. Moore, Trinity pilot, drawing 34 ft. 4 in. forward, and 28 ft. 6 in. aft, got up her anchor, and at midnight on July 16th was off the Lizard. On Monday, 17th, she came up with the screw steamer Caroline, freighted with 27 miles of the Irish shore end of the Cable, weighing 540 tons, and took her in tow. Then a gale set in, which gave occasion to the Great Eastern to show her fine qualities as a sea-boat when properly handled. Even those who were most prejudiced or most diffident, admitted that on that score no vessel could behave better. This trial gave every one, from Captain Anderson down, additional reason to be satisfied with the fitness of the great ship for the task on which she was engaged. Next day, Tuesday, July 18th, she encountered off the Irish coast a strong gale with high westerly sea, through which she ran at the rate of six knots an hour. The Caroline, which rolled so heavily and pitched so vigorously as to excite serious apprehensions, broke the tow rope in the course of the day, and ran for Valentia harbour, where she arrived safely, piloted by the Great Eastern; and the Great Eastern, passing inside the Skelligs, stood in close to Valentia Lighthouse, and sent a boat ashore to communicate. H.M.S. Terrible, Captain Napier, and H.M.S. Sphinx, Captain V. Hamilton, were visible in the offing, having sailed at the end of the previous week from Queenstown for the rendezvous, outside Valentia. Captain Anderson having fired a gun to announce his arrival, steamed for Berehaven, in Bantry Bay, and anchored inside the island on Wednesday morning, July 19th, in 17 fathoms. Here the Great Eastern lay, preparing for her great errand--perhaps, as it may prove, her exclusive “mission,”--on Thursday, 20th, Friday, 21st, and Saturday, 22nd July, whilst the Caroline was landing the shore end of the Cable in Foilhummerum Bay in Valentia. During her stay in Bantry Bay, many visitors, high and low, came on board the Great Ship, but it was believed all over the country that she was going to Foilhummerum. The greater portion of those anxious to see her made the best of their way to that secluded spot, to which there was once more attached an interest of a civilised character; for, if country legends be true, there must have been some regard paid to Foilhummerum Bay by no less a person than Oliver Cromwell, testified yet by the grey walls of a ruined fort, and traces of a moat and outer wall, on the greensward above the point which forms the northern entrance to the lonely bay. This crisp greensward, glistening with salt, lies in a thin crust over the cliffs, which rise sheerly from the sea some three or four hundred feet; and for what Oliver Cromwell or any one else could have erected a fortalice thereon, may well baffle conjecture, unless the builder, having a far-reaching mind, saw the importance of watching the most westerly portion of Europe, or anticipated the day when Valentia would be recognised as one of the landmarks created by the necessities of commercial and social existence. Taking advantage of the shelter afforded by a gradual descent inland of the soil, a few cabins have been placed by the natives--half-fishermen, half-husbandmen--Archytas-like, spanning land and sea, and making but poor subsistence from their efforts on both. The little bay, which is not much above a mile in length, contracts from a breadth of half so much, into a watery _cul-de-sac_, terminated by steep banks of shale, earth, and high cliff, furrowed by watercourses; and on the southernmost side it is locked in by the projecting ledges of rock forming the northern entrance to the Port Magee channel. It is so guarded from wind and sea, that on one side only is it open to their united action, but as the entrance looks nearly west, the full roll of the Atlantic may break in upon it when the wind is from that point; and indeed there is not wanting evidence that the wild ocean swell must tumble in there with frightful violence. Jagged fragments of masts and spars are wedged into the rocks immovably by the waves, and the cliffs are gnawed out by the restless teeth of the hungry water into deep caves. But then a sea from that point would run parallel with the line of the Cable, and would sweep along with and not athwart its course, so that the strands would not be driven to and fro and ground out against the bottom. Except for a couple of hundred feet near the shore at the top of this cove, indeed, the bottom is sandy, and the rocks inside the sand line were calculated to form a protection to the Cable, once deposited, as the greater part of its course lay through a channel which had been cleared of the boulders with the intention of rolling them back again at low water, to cover in the shore end. Lieutenant White, and the hardy and hard-working sailors of the Coastguard Station at Valentia, had been indefatigable in sounding and buoying out a channel from the beach clear out to sea, within which the Caroline was to drop the Cable. A few yards back from the cliff, at the head of the cove, the temporary Telegraph Station reared its proportions in imitation of a dwarf Brompton boiler--a building of wood much beslavered with tar and pitch, of exceeding plainness, and let us hope of corresponding utility. Inside were many of the adjuncts of comfort, not to speak of telegraphic luxury, galvanometers, wires, batteries, magnets, Siemens’s and B. A. unit cases, and the like, as well as properties which gave the place a false air of campaigning. A passage led from end to end, with rooms for living and sleeping in to the right and left, and an instrument room at the far extremity. Here, on a narrow platform, were the signal and speaking apparatus connected with the wires from the end of the Cable, which was secured inside the house. Outside the wires were carried by posts in the ordinary way to the station at Valentia, whence they were conveyed to Killarney, and placed in communication with the general Telegraphic system over the world. The Telegraphic staff and operators were lodged in primitive apartments like the sections of a Crimean hut, and did not possess any large personal facility for enjoying social intercourse with the outer world, although so much intelligence passed through their fingers. But Foilhummerum may in time become a place with something more real than a future. If vessels from the westward do not like to make their number outside, there is nothing to prevent their running into Valentia for the purpose, at all events. On the plateau between the station and the cliff, day after day hundreds of the country people assembled, and remained watching with exemplary patience for the Big Ship. They came from the mainland across Port Magee, or flocked in all kinds of boats from points along the coast, dressed in their best, and inclined to make the most of their holiday, and a few yachts came round from Cork and Bantry with less rustic visitors. Tents were soon improvised by the aid of sails, some cloths of canvas, and oars and boathooks, inside which bucolic refreshment could be obtained. Mighty pots of potatoes seethed over peat fires outside, and the reek from within came forth strongly suggestive of whisky and bacon. Flags fluttered--the Irish green, with harp, crown surmounted; Fitzgerald, green with its blazon of knight on horse rampant, and motto of “Malahar aboo”--faint suspicion of Stars and Stripes and Union Jack, and one temperance banner, audaciously mendacious, as it flaunted over John Barleycorn. Nor was music wanting. The fiddler and the piper had found out the island and the festive spot, and seated on a bank, played planxty and jig to a couple or two in the very limited circle formed in the soft earth by plastic feet or ponderous shoemasonry, around which, sitting and standing, was a dense crowd of spell-bound, delighted spectators. In the bay below danced the light canvas-covered canoe or coracle in which the native fishermen will face the mountain billows of the Atlantic when no other boat will venture forth; and large yawls filled with country people passed to and fro, and the bright groupings of colour formed on the cliffs and on the waters by the red, scarlet, and green shawls of the women and girls, lighted up the scene wonderfully.

London, Day & Sons, Limited, Lith.

FOILHUMMERUM BAY, VALENCIA, LOOKING SEAWARDS FROM THE POINT AT WHICH THE CABLE REACHES THE SHORE.]

THE CLIFFS FOILHUMMERUM BAY, POINT OF THE LANDING OF THE SHORE END OF CABLE JULY 22ND.]

It would be gratifying if in such a primitive spot one could shut his eyes to the painful evidence that the vices of civilisation--if they be so--had crept in and lapt the souls of the people in dangerous pleasures. But it could not be denied that the spirit of gambling and gourmandise were there. Seated in a ditch, with a board on their knees, four men were playing “Spoil Five” with cards, for discrimination of which a special gift must have been required; but they were as silent, eager, and grave, as though they had been Union or Portland champions contesting last trick and rub. Near them was one who summoned mankind to tempt capricious Fortune by means of an iron skewer, rotating an axis above a piece of tarpaulin stretched on a rude table, which was enlivened by rays of vivid colour. At the end of each ray was an object of art--the guerdon of success--an old penknife, brass tobacco-box, tooth-comb, thimble, wooden nutmeg, or the like. A very scarecrow professor of legerdemain and knavery hid his pea, and challenged detection, and divided public attention with a wizard who presided over a wooden circle with a spinning needle in the centre to point to radii, at end of which were copper moneys deposited by the adventurers, who generally saw them whisked off into the magician’s grimy pocket. An ancient woman, spinning, and guarding a basket of most atrabilious confectionery, and a stall garnished with buttons and gingerbread, completed the attractions of Foilhummerum during this festive time.

The matter of wonder was, what the people flocked to see, for it must soon have been known the Great Eastern was not there. The Hawk and the Caroline, as they went into Valentia, did duty successfully for the Big Ship, and the steam-yacht Alexandra, belonging to the Dublin Ballast Board, and H.M. tender Advice, created a sensation as they appeared in the offing on their way to the same rendezvous. All that related to the Cable and the laying of it possessed the utmost interest for the country people, simply because the Cable went westwards across the ocean to the home of their hopes. Many of the poor people believed that it would facilitate communications with their friends in the land to which their thoughts are for ever tending, remembering perhaps the words of Lord Carlisle when he told them of the advantages the Telegraphic Cable would confer upon them.

The village of Knightstown witnessed an unusual influx of visitors, and those whom the hospitable roof of Glenleam could not stretch its willing eaves over, found something more than shelter in the inn and in the comfortable houses which acted as its succursales on the occasion. But there was in the midst of all the pleasurable excitement of the moment a tinge of dissatisfaction, because the people had persuaded themselves that if they were not to see the Great Eastern in the harbour, they would at least have H.M.S.S. Terrible and Sphinx, and the satellites of the Leviathan in their anchorage, and all they beheld of the men of war was their smoke and faint outlines on the distant horizon.

The Terrible and Sphinx might have coaled in Valentia, and waited there for the arrival of the Great Eastern, of which they could have heard by telegraph, instead of towing colliers to Cork and going into Berehaven, where there is no telegraph. Now, as to this harbour, let it be admitted at once that its entrance is only 180 yards broad. But the “Narrows” of Valentia Harbour is like a very short neck to a bottle, and after less than a ship’s length, the channel enlarges sufficiently to allow several vessels to sail abreast in water which is never rough enough to prevent the passage of boats to Begennis or Renard Point. Indeed, Capt. Wolfe’s report to the Hydrographer to the Admiralty expresses an opinion that the Needles’ passage is more intricate and dangerous. The Skelligs on one side and the Blasketts on the other mark the approach very distinctly. Inside, there is 600 acres, or more than a square mile, of harbour, with good holding ground, having a maximum of six furlongs and a minimum of three furlongs water.

The disappointment caused by the cautious indifference of the Terrible and Sphinx to the advantages of lying snugly inside Valentia Harbour was felt acutely. The Knight of Kerry, who has taken such an interest in the undertaking, and all the inhabitants, regarded it as a mark of distrust in the safety of the anchorage and in the facility of access to it, which was without any justification, and some ascribed it to less creditable influences and objects; but no one could believe that the officers in command of the ships kept out at sea in such weather, wearying the crews and wasting coals, without direct orders, or that they would hesitate to run in, if left to themselves, as soon as it was evident the point of rendezvous ten miles from shore was not intended as a permanent station. The harbour had been visited by H.M.S.S. Stromboli, Hecate, Leopard, Cyclops, the U.S. frigate Susquehanna, and many large merchantmen, including the Carrier Dove, a vessel of 2,400 tons.

On July 19th a channel was made down the cliff to the beach for the shore end of the Cable, which was carried down in an outer case through a culvert of masonry, and deposited in a cut made as far into the sea as the state of the tide would admit. On the 21st an “earth” Cable, with a zinc earth, on Mr. Varley’s plan, was carried out into the bay from the station, and safely deposited outside the channel marked for the Cable. The Caroline went round from Valentia to Foilhummerum, and on July 22nd the shore end of the Cable was carried from her over a bridge formed of twenty-five yawls belonging to the district, amid great cheering, and hauled up the cliffs to the station. The safe arrival of the terminal wire in the building, in the presence of a large assemblage, took place at 12·45, Greenwich time, and as the day was fine, the scene, to which the fleet of boats in the bay gave unusual animation, was witnessed to the greatest advantage.

When the excitement caused by the landing of the Cable was abated, the Knight of Kerry was called on to speak to the people assembled outside the Instrument Room, and said:--“I feel that in the presence of so many who have taken an active and a useful part in this undertaking, it may seem almost presumptuous in me to open my mouth on this occasion; but from the very beginning I have felt an interest which I am sure the humblest person here has also felt in the success of this the greatest undertaking of modern times. I believe there never has been an undertaking in which, not to speak disparagingly of the commercial spirit and the great resources and strength of the land, that valuable spirit has been mixed up with so much that is of a higher nature, combining all the most noble sentiments of our minds, and the feelings intended for the most beneficial purpose, which are calculated to cement one great universe, I may say, with another. I do not think we should be quite silent when such an undertaking has been inaugurated. It has been discussed whether this ceremony should be opened with a prayer or not. Whether that shall be done or not, I am sure there is not a person present who does not feel the utmost thankfulness to the Giver of all Good for having enabled those who have taken an active part in it to bring this great undertaking to what I am sure will have a happy issue. I do not think anything could be fitly added to the sentiment of the first message which was conveyed, namely--‘Glory to God in the highest, on earth peace, good will toward men.’ I shall not detain you with another word, but will only ask you all to give the heartiest cheers for the success of the undertaking. I will also take the liberty of asking you, when you have done that, to give three cheers for a gentleman who has come here at great inconvenience, and has done us very great honour in doing so, and who deserves them, not only from his position and character, but also from the interest which he has always shown in this undertaking. I call upon you to give three hearty cheers for Sir Robert Peel.”

FOILHUMMERUM BAY, VALENCIA FROM “CROMWELL FORT” THE CAROLINE AND BOATS LAYING THE EARTH WIRE JULY 21ST.]

THE GREAT EASTERN UNDER WEIGH JULY 23RD. (ESCORT AND OTHER SHIPS INTRODUCED BEING THE TERRIBLE, THE SPHINX, THE HAWK & THE CAROLINE)]

The meeting responded very heartily to the call, and when silence was restored, Sir Robert Peel said: “Gentlemen, as the Knight of Kerry has well observed, this is one of the most important works that this country could have been engaged in, inasmuch as it tends to draw us together in a link of amity and friendship with a mighty continent on the other side of the Atlantic. I trust, as the Knight of Kerry has so justly observed, that it may tend not only to promote the peace and commerce of the world, but that it may also lead to a union of feeling and to good fellowship between those two great countries; and I trust that as it has been so happily inaugurated to-day, so it may be successful under the exertions of those who have taken part in it to-day and for some time past. Gentlemen, I think the progress of this undertaking deserves that we should pay the highest compliment to those who have been actively engaged in carrying it out to the stage at which it has arrived. We are about to lay down, at the very bottom of the mighty Atlantic, which beats against your shores with everlasting pulsations, this silver-toned zone, to join the United Kingdom and America. Along that silver-toned zone, I trust, may pass words which will tend to promote the commerce and the interest of the two countries; and I am sure we will offer up prayers for the success of an undertaking, to the accomplishment of which persevering industry and all the mechanical skill of the age have been brought to bear. Nothing has been wanting in human skill, and therefore for the future, as now, let us trust the hand of Divine Providence will be upon it; and that as the great vessel is about to steam across the Atlantic no mishaps or misfortune may occur to imperil or obstruct the success of the work which has now been so happily commenced. I ask you all to give a cheer in honour of my noble friend here, the Knight of Kerry, who has just begun the work.”

The demand was enthusiastically complied with, for the Knight is an immense favourite with all the dwellers in his little dominion.

Sir Robert Peel then said: “Now, gentlemen, probably one of the first messages that will be sent by this Cable will be a communication from the Sovereign of this great country to the great ruler of the mighty continent at the other side of the Atlantic. I will ask you to give three cheers for her Majesty the Queen.” (Cheers.) Sir Robert Peel in conclusion, said: “I give you, with hearty good will, health and happiness to the ruler of the United States, President Johnson.” (The toast was received with loud cheers.)

Mr. Glass, who was called on to acknowledge the hearty reception given to his name and the Company’s, said: “On behalf of myself and those connected with me in this undertaking, I beg to return you thanks. I am glad that our labours have been appreciated by those around us. I assure you that the work that has been so far completed has been a source of great anxiety to us all; but that anxiety has been relieved very much by the fact that we have now landed a Cable which we one and all believe to be perfect. I believe that nothing can interfere with the successful laying of the Cable but the hand of the Almighty, who rules the winds and waves. So far as human skill has gone, I believe we have produced all that can be desired. We now offer up our prayers to the Almighty that He will grant success to our undertaking.”

The Doxology was then sung, with which this part of the proceedings closed, and the electricians busied themselves with securing the shore end confided to their charge in its new home.

At 2 o’clock in the afternoon the Caroline, towed by the Hawk, and attended by the Princess Alexandra and Advice, proceeded to sea, veering out the shore end of the Cable in the channel marked by Lieutenant White, and at 10·30 p.m. buoyed the end 26 miles W.N.W. of Valentia, in 75 fathoms of water. A message was sent through the Cable to Foilhummerum, and a dispatch was forwarded to the Great Eastern, in Bantry Bay, to come round with all speed. This order was obeyed with such diligence that her appearance off the harbour of Valentia was reported in Knightstown soon after 7 o’clock next morning, July 23. H.M.S. Terrible and H.M.S. Sphinx were in company. The Hawk, which returned from the Caroline in the course of the night, got up steam and left Valentia Harbour about 10 o’clock a.m., July 23, with a party of visitors and passengers for the Great Eastern, among the former being Sir R. Peel, the Knight of Kerry, and Captain Lord John Hay. By 3 p.m. the Hawk had reached the flotilla, which lay around the buoy, preparing for the great enterprise. She was just in time; the end of the shore Cable was about to be spliced and joined with the landward end of the main Cable from the after tank of the Great Eastern, and the boats of the Great Ship and of the two men-of-war, were engaged in carrying the end of the main Cable to the Caroline. Sir R. Peel, the Knight of Kerry, Lord John Hay, Mr. Canning, and others, got on board the Great Eastern in successive trips of the Hawk’s boats; but the ladies, who had come so far and had suffered too in order to see the famous vessel, could not venture, as there was a swell on which made it difficult to embark or approach the gangway ladders. After an hour’s enjoyment of the almost terrestrial steadiness of the Great Eastern, the visitors departed, amid loud cheers, to the Hawk, and at 5·10 p.m. it was reported by the electricians that the tests of the splice between the main Cable and the shore end were complete, and that the shore end was much improved in its electrical condition by its immersion in the water. The boats were hoisted in by the men-of-war and by the Great Eastern, adieux and good wishes were exchanged, and, with hearts full of confidence, all on board set about the work before them.

The bight of the Cable was slipped from the Caroline, at 7·15 p.m., and the Great Eastern stood slowly on her course N.W.¼W. Then the Terrible and Sphinx, which had ranged up alongside, and sent their crews into the shrouds and up to the tops to give her a parting cheer, delivered their friendly broadsides with vigour, and received a similar greeting. Their colours were hauled down, and as the sun set a broad stream of golden light was thrown across the smooth billows towards their bows as if to indicate and illumine the path marked out by the hand of Heaven. The brake was eased, and as the Great Eastern moved ahead the machinery of the paying-out apparatus began to work, drums rolled, wheels whirled, and out spun the black line of the Cable, and dropped in a graceful curve into the sea over the stern wheel. The Cable came up with ease from the after tank, and was payed-out with the utmost regularity from the apparatus. The system of signals to and from the ship was at once in play between the electricians on board and those at Foilhummerum. On board there were two representative bodies--the electricians of the Telegraph Construction and Maintenance Company, under M. de Sauty, and the electricians of the Atlantic Telegraph Company, Mr. Varley, Professor Thomson, and assistants. The former were to test the electrical state of the Cable as it was being payed-out, and to keep up signals between the ship and the shore. The latter, who had no power of interference or control, were simply to report on the testing, and to certify, on their arrival in Newfoundland, whether the Cable fulfilled the conditions specified in the contract. The mechanical arrangements for paying-out the cable were in charge of Mr. Canning, engineer-in-chief to the Telegraph Construction and Maintenance Company, who might be considered as having supreme control over the ship _ad hoc._ In the space on deck between the captain’s state-room and the entrance to the grand saloon, was the Testing-Room--a darkened chamber, into which were led conducting wires from the ends of the Cable, for the ordeal to which they were subjected by the electricians, at a table whereon were placed galvanometers and insulation and resistance-testing machines.

The instructions for signalling, determined upon by the
electricians of the Telegraphic Construction and Maintenance
Company, were as follows:--

1. During the paying-out of the Cable, from the moment of starting
until the end is landed at Newfoundland, electrical tests will be
applied without intermission.

2. The tests will be for insulation, for continuity, and to
determine the resistance of the conductor, the whole length of
Cable being joined up in one length.

3. Each series of tests will commence at the hour (Greenwich time),
and will last one hour.

4. The insulation test will consist of 30 minutes’ electrification
of the Cable, commencing at the hour, and lasting till 30 minutes
past the hour. Readings of the galvanometer to be taken every
minute, commencing one minute after contact with the battery, the
battery to consist of 40 cells.

5. At 30 minutes past the hour signals will be received from the
shore for 10 minutes. Unless the ship wishes to communicate with
shore by special speaking instruments, in which case, instead of
receiving signals from the shore, ship will put on a C to E current
to oppose deflection on shore. Galvanometer to arrest shore
attention, and when joined, give the call as in paragraph 9: the
ordinary signals will be 5 reversals of 2 minutes each.

6. At 40 minutes, C of Cable will be taken to 10 minutes.

7. At 50 minutes signals will be sent to the shore, and for the
ordinary signals 5 reversals, 2 minutes each, commencing C to E.

8. Then a repetition of the same tests to be made and continued
without any interval.

9. In case it becomes necessary to speak to shore by speaking
instruments, the signal will be given at the 50 minutes, and at the
30 minutes, as in paragraph 5, by sending 8¼ minutes’ reversals,
commencing Z to E, and changing over to the speaking instruments,
on receiving acknowledgment of call from shore (which will be also
8¼ minutes’ reversals), communication or message to be sent, and
when acknowledgment of message and reply (if any) is received, then
the system of testing is to be resumed, as if no interruption had
taken place.

10. Every 50 nauts. of Cable payed-out will be signalled at the
same time (viz., at the 50 mins.), thus, instead of 5 reversals of
2 minutes, 10 reversals of 1 minute will be made commencing Z to E.

11. Every 50 nauts. distance run will be signalled to the shore;
the signal will be 2 reversals (commencing Z to E), each 2 minutes’
duration--2 reversals, each 1 minute’s duration, and 2 reversals,
each 2 minutes’ duration.

12. Should any defect in signals be perceived, or bad time kept,
notice will be given to the shore by signalling at the 50
minutes--thus, by giving 2 reversals of 5 minutes’ duration,
commencing Z to E.

13. In sounding, signal will be one current of 10 minutes’
duration, Z to E.

14. Land-in-sight signal will be likewise one current of 10
minutes’ duration, Z to E.

15. Greenwich time will be kept, but a column will be devoted in
journals and sheets to ship’s time.

16. After the insulation test is taken, it is to be worked out
thus--The same deflection at the 15th minute’s reading will be
obtained with the same battery through resistance, and a shunt to
the galvanometer. The amount of resistance multiplied by
multiplying power of the shunt, and galvanometer multiplied by the
length of the Cable, will give the G. p. R. pr. nt.

17. The copper resistance of the Cable will be taken after 5
minutes’ electrification.

18. No change in the instruments, wires, or connections (other than
the batteries, if necessary), to be made on any account, unless
such instruments, &c., become defective--any necessary change to be
made as quickly as possible.

19. Should the rolling of the ship generate a magnetic current of
sufficient strength to embarrass the signals, a stronger current
for the signals will be put on on shore, and a shunt used with the
galvanometer on board, notice to the shore to put on more power
will be given by one current of 5 minutes, commencing Z to E, and 5
reversals of 1 minute’s duration.

20. The iron earth of the Cable will be used both on board and on
shore--other earths, however, to be in readiness for use, if
necessary.

21. Full particulars of every test and every occurrence in the
testing-room to be entered in journal, together with the name of
the electricians on duty, and the time of their coming on and going
off duty.

22. After the end is landed, should signals fail, the paying-out
system to be resumed until signals are re-established.

23. In case of a minute fault appearing, such as will partially
affect the signalling, but which will not stop the communication
entirely, notice will be given to shore to reduce battery power.
Such notice will be given at the 50 minutes, by sending 5 reversals
of 1 minute each, commencing Z to E, and 1 current of 5 minutes’
duration.

24. A proper supply of lamps, glasses, oil, and wicks; instrument
ink and instrument paper, in sufficient quantities; paraffin,
wicks, and spare lamp-glasses for the instrument lamps;
lamp-brushes, tools, sulphate of copper, stationery, &c., to be
always ready for use.

25. No person except those on duty, and the engineers and the
officers authorised by the Atlantic Telegraph Company, to be
allowed in the instrument room on any pretence.

26. The batteries to be kept in an efficient state, especially
those for sending reversals--their force taken periodically, and if
any variety occur, they must be renewed, or brought up to the
original force.

27. Supplies of every material needful for such purpose to be in
constant readiness.

28. The actual end of the Cable to be brought to the instrument
tables, and well insulated.

SHIP’S SIGNALS.

29. Ordinary.--5 reversals, commencing C to E, each 2 minutes.

To open communication.--8 reversals, commencing Z to E, each ¼
minute.

50 nauts. payed out.--10 reversals, commencing Z to E, each 1
minute.

50 nauts. distance run, signal will be, 2 reversals, each 2 minutes, commencing Z to E.

“ “ “ 2 “ “ 1 “ “ “

“ “ “ 2 “ “ 2 “ “ “

Defective signals.--2 reversals, commencing Z to E, each 5 minutes.

In soundings.--1 current of 10 minutes, Z to E.

Land in sight.--1 “ “ “ “

Notice to increase power.--1 current of 5 minutes, commencing Z to
E, and 5 reversals of 1 minute’s duration.

Notice to reduce power.--5 reversals of 1 minute, commencing Z to
E, and 1 current of 5 minutes.

SHORE.

1. During the paying-out of the Cable, from the moment of starting
until the end is landed at Newfoundland, a system of testing will
be applied without intermission.

2. The tests will be for insulation, for continuity, and to
determine the copper resistance of the conductor.

3. Each series of tests will commence at the hour (Greenwich time),
and will last 1 hour. Both the insulation and C R tests will be
made on board.

4. The insulation test will be made on board, and to enable that to
be done, the end of the Cable must be insulated on shore for 30
minutes, commencing at the hour.

5. At the 30 minutes past the hour, signals will be sent to the
ship for 10 minutes. Should ship at this time desire to open
communication, ship will put on a current so as to oppose shore’s
current on his galvanometer, to arrest shore’s attention, and will,
when gained, give the call as in paragraph 10.

6. The ordinary signal will be 5 reversals of 2 minutes’ duration,
commencing C to E.

7. At the 40 minutes, Cable to be put to earth direct, without any
instrument being in circuit.

8. At the 50 minutes, signals will be received from the ship. The
ordinary signal will be 5 reversals, each 2 minutes’ duration.

9. Then a repetition of the same series to be made and continued.

10. Should ship desire to open communication by special speaking
instruments, notice will be received by a signal of 8 reversals
(giving a deflection the opposite to the ordinary signals) of ¼
minute’s duration.

11. After returning the same signal to the ship as an
acknowledgment, the speaking instruments to be put in circuit, and
the message from the ship received, and when acknowledgment of
message, or reply, is given, the regular system of signals to be
resumed as if no interruption had occurred.

12. Every 50 nauts. of the Cable payed-out will be signalled to the
shore by signal (instead of the ordinary signals). This signal will
be 10 reversals of 1 minute each--the first current giving a
deflection the opposite side to the first current of the ordinary
signals.

13. Every 50 nauts. distance run will be signalled to the shore:
the signal will be 2 reversals of 2 minutes’ duration, 2 reversals
of 1 minute’s duration, and 2 reversals of 2 minutes’ duration--the
first current giving a deflection opposite to the first deflection
of the first current of the ordinary signal.

14. Should ship receive weak or defective signals, or bad time
kept, notice will be given by sending 2 reversals of 5 minutes
each, commencing the opposite side to the ordinary signals.

15. When the ship gets into soundings, notice will be given by
sending one current of 10 minutes’ duration, the opposite side to
the first current of the ordinary signals.

16. When land is in sight, notice will be given by the same signal.

17. Greenwich time to be kept, but a column to be devoted to local
time in the journals and sheets.

18. No change in instruments, wires, or connections (other than the
batteries, if necessary), to be made on any account, unless such
instruments become defective, and any necessary change to be made
as quickly as possible.

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The Atlantic Telegraph (1865)Chapter III: Front Matter (3)

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