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) |
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