The registered capacity of the vessel is 18,500 tons, estimated burthen 23,000 tons, and she is expected to achieve a speed of eighteen miles per hour. She is constructed to afford accommodation for 800 first, 2000 second, and 1200 third-class passengers, who will be located in the central divisions of the ship, completely isolated from the machinery by a strongly arched roof of iron, above which, and below the lowest saloon deck, the coals will be stowed, preventing all sound from reaching the passengers above; abaft of the paddle wheels she will carry two small screw steam-vessels, of 100 feet. long, and 70 tons burthen, and about twenty large life-boats; in addition, she will be furnished with ten of Trotman's patent anchors, which, with their stocks, will weigh nearly 60 tons, and require 800 fathoms of chain cable, weighing nearly 100 tons; the capstans and warp weigh 100 tons-making the total weight of her anchoring appliances upwards of 250 tons. The compasses will be placed at a height of 24 feet above the deck, on a staging upon the mizen mast. Gas will be manufactured on board, and laid on to all parts of the ship, and she will also carry the electric light.

The probable weight of the Leviathan in tons-without the crew, the passengers, the provisions, the personal effects, the water, or the coals-is estimated thus:

With the full complement of everything intended by her owners, this stupendous floating fabric, on a voyage to Australia, would weigh little short of 30,000 tons.

Next came the Launching of the 12,000 tons. If launched endwise, as usual, "this," said Mr. Brunel, "would have involved raising the fore part of the keel, or the forefoot, about 40 feet in the air, and the forecastle would have been nearly 100 feet from the ground; the whole vessel would have been, on an average, 22 feet higher than if built on an even keel.

"The inconvenience and cost of building at such a great height above ground may easily be imagined;" besides, "the angle required for the inclined plane to ensure the vessel moving by gravity being, say 1 in 14, or even if diminished by improved construction in ways to 1 in 25, is such, that the end first immersed would become waterborne, or would require a very great depth of water before the fore part of the ship would even reach the water's edge."

The water being too shallow, the vessel too long, and the stream too

narrow for launching endwise, Mr. Brunel resolved to adopt the novelty of broadside on. The length of the vessel being parallel with the course of the river, and about 300 feet beyond the line of low-water mark, the ship had to be slid down this distance before touching water; for the launching had to be effected while the tide was flowing out, instead of the hour of high-water, as is the usual manner. Hence the muddy strand or beach had to be prepared for the support of the enormous mass of 20 or 30 millions pounds' weight. To effect this were built by Messrs. Treadwell, of Gloucester, two launchways each a quadrangular platform, 300 feet long by 200 feet wide, and the distance between the two ways being 120 feet. Each was constructed of enormous piles of timber, some driven to a depth of 30 feet, and on these piles were bolted balks of timber one over another, longitudinal and transversal. Each way inclined gently from the ship to the water, at a slope of about 1 in 12; consequently the upper end was 25 feet higher than the lower, which inclination was to give descensive power to the ship. The floor of timbers was covered with concrete, and on it were placed railway irons, of the same form as those of the Great Western Railway; they were placed 18 inches apart from end to end of the launchways, each having about 80 lines of parallel rail.

To adapt the ship to this novel railway, under the vessel were built two enormous timber cradles, corresponding in position with the two launchways: that is, one between the head and the midship, and one between the midship and the stern-220 feet from centre to centre of the cradles. The bottom of each cradle consisted of a surface about 120 feet by 80, inclined to the horizon at the same angle as the upper surface of the launchways—that is, 1 in 12; and the rest consisted of a solid mass of timber, closely packed around and under the hull. The bottom of each cradle was shod with long plates of iron with rounded edges, and their lower surfaces ground smooth, so as to avoid scraping the metal of the rails during the descent. Thus, instead of wood sliding upon wood, as in ordinary launches, the Leviathan had to slide iron upon iron, the plates being at right angles with the bars. The cradles, though close to the hull, were totally distinct from it; it rested on them, but was not fastened to them.

One

To provide against too great a speed, or too little, Mr. Brunel constructed two powerful drums, to which the cradles were attached by cast-iron sheaves or pulleys, weighing 5 tons each. sheave was fastened to each cradle, and wrought-iron chaincables of the largest size connected these with two other sheaves, each of which was secured to the drum, which payed out the chain. The shape was that of an ordinary reel, the axle of which was formed by beams of timber and strips of wrought-iron bound together so as to form a drum about 20 feet long and 9 feet in diameter. At each end of the cylinder were the wheels of the drum or discs, 16 feet in diameter, each of solid iron, and weighing upwards of 20 tons, so that the weight of each drum was more than 60 tons in all. The axle of the disc was set in a frame of iron, while around its outer

edges passes a band of wrought-iron to work in the manner of a friction clutch or break. This, with the aid of strong iron levers 20 feet long, brought such a pressure to bear upon the discs of the drum as to lower its rate of revolutions, or entirely stop them in case of the chain being payed out too fast. The drums were set in a solid bed of wood, formed upon piles. This was bound together with iron, and strong shores passed from the cube of piles to the bed of piles on which the launching-ways were built. One of these drums was built opposite each cradle- the chains used between them and the cradles being the chain cables of the great ship itself, which are 2 inches in diameter, or about 60 lb. the link.

To start the cradles in motion, powerful hydraulic rams were used, which were capable of acting so as to push them about 3 feet forwards. If more force than this were necessary, it was provided for by three means :—A strong cable was passed round the extremity of the shaft of the Archimedean screw at the after part of the ship, carried out into the midst of the river, passed round a block in a lighter firmly moored, and brought back again to the shore, where a small stationary steam-engine was placed to haul it in, and bring any reasonable amount of pressure to bear upon it. Another steamengine and similar apparatus was used for a cable firmly fixed to the bow of the ship. Lastly, cables were fastened to the middle of the ship, and carried out to four lighters moored in mid river, with mechanical apparatus on board them, well manned, to drag the centre of the ship forward if necessary. Each of these four lighters was capable of applying a strain of 60 tons. Two lighters were

The

also moored at the stem and two at the stern of the vessel. chains passing from the ship to these latter were returned again on shore, so as to be worked with a double purchase. Small stationary engines on land were used to haul in these, and made the whole force available to pull the vessel off the shore upwards of 600 tons. The hydraulic rams that were to "start" her, gave, at the forward end, a pressure of 600 tons; the one at the stern, a pressure of 1000 tons.

The first attempt to launch the ship was made on Nov. 3, in the presence of, it is stated, 100,000 spectators. After Miss Hope, the accomplished daughter of Mr. H. T. Hope (the chairman of the Great Eastern Steam Navigation Company), had, with due ceremony, named the vessel the Leviathan, the launching operations commenced.

A loud united shout was heard, and the head of the vessel slid quietly and easily some little distance down the ways. Scarcely had this motion ceased when the ship quivered from stem to stern, and its after part followed the lead of the head with a grinding crash, and a sullen roar, and in two seconds it had slipped suddenly 6 feet down its ways. The cable-drum payed out its chain, and one of the windlasses hurled some unfortunate men in the air. Then a handful of men at the opposite windlass, with redoubled efforts, pulled up the 12,000 tons, moving down an incline of 1 in 12 at the rate of 6 feet in two seconds-the sudden shock being felt throughout its length and breadth. The engines stopped, and the injured men were picked up by their fellow-workmen, and carried to the nearest hospital: two of the poor fellows died.

An hour elapsed, and then the operation was again carried on; but in a short time one of the drawing-chains snapped under extreme tension, the hydraulic

pressure pump got out of order, and Mr. Brunel, very reluctantly, ordered the operations to be suspended.

The second launching attempt was made on November 13, when the abut. ments of the piles, against which the bases of the hydraulic rams rested, gave way to great extent, and at last in some places broke entirely, and the work was again suspended."

The third attempt was made on November 28, when the Leviathan was gradually lowered down the launching-ways some 25 feet in a slow and beautifully regular manner.

The fourth attempt was made on November 30, but had again to be suspended, owing to the bursting of one of the hydraulic rams.

The

On December 3 (the rams being repaired), the launching was recommenced, and the ship slipped suddenly away from the rams, gliding down 6 feet 7 inches with very little noise, at the rate of six inches in a second. On the 4th of December the ship completely quitted every part of the old foundations on which she was built, and the entire of her vast bulk rested on the new launchingways alone. On this day the Leviathan moved again directly the pressure was applied, and 31 feet were made by drops of 6 to 12 inches each time. afternoon's tide placed about four feet of water under her keel, which had the effect of lightening the ways of about 1500 tons of her dead weight. But it now became almost impossible to make the vessel move at all, and in the efforts to do so, hydraulic rams, windlasses, and chains were broken in succession, till scarcely anything of the apparatus was left to continue work, without producing the slightest effect in the way of moving the vessel. Afterwards, a trifling movement of three inches was brought about, when the vessel appeared to wedge herself as firm as a mountain.

The Leviathan had reached the reduced gradient, and this exercised a retarding influence: the iron cradles and the railway metals of the "ways" were considerably rusted, and the resistance of iron against iron was calculated at 45 per cent. Still the ship was moved 35 inches by a sudden start. The hydraulic rams were then taxed to the very utmost, and at the sides of one of them 10 inches in diameter the water was forced through the pores of the solid iron like a thin dew, until the whole cylinder ripped from top to bottom with a noise like a dull under-ground explosion. At the same time the drum of the windlass was also crushed. At length, a movement of 3 inches was gained; but two of the rams were then broken, and the launch was once more given up. With all this strain, for a month, the ship did not show the deflection of a hair's breadth, but "with her 17,000 tons of dead weight, had stood through it, all erect on her two pigmy perches, with her keel as straight as a line.”

At last, success came. On Jan. 2, 1858, 21 hydraulic rams were placed-11 against the aft, and 10 against the fore cradle of the ship; the launch was resumed, but, by an accident, the barge with its windlasses and gear was sunk. Nevertheless, on January 6th, the accumulated strength was brought to bear, and the Leviathan ground slowly down the launching-ways at the rate of an inch in every five minutes; she again took to short slips from 24 inches to 5 inches in length; but the iron drum of the windlass was now crushed.

On the 7th, the operations were resumed. The rams were all put simul. taneously in movement, and the ship was now completely under control; she made daily, without the slightest accident, 20 feet or more; and on January 12th, a boat was rowed all round the Leviathan, the water on the inside of the ways sufficing to float over all. On January 14th, the ship was pushed down the ways to the full extent she was required to go before the final launch, fixed for the spring tides of the 29th or 30th January. All the preliminary operations were therefore complete.

These interesting details have been abridged from the Illustrated Times-" Leviathan Nuniber." The most faithful portraits of the ship yet produced (in the opinion of Mr. Scott Russell, the builder), are those in the Illustrated London News, drawn by Edwin Weedon, and engraved by F. J. Smythe; the artists also of the Vignette in the title-page of the present volume.

THE INSTITUTION OF CIVIL ENGINEERS.

THE Annual General Meeting was held on Dec. 15. The Report

of the Council for the past session, which was read, stated that the Indian mutiny had, for the moment, interrupted the progress of public works in that country, whilst the monetary crisis throughout Europe and in the United States had arrested nearly all professional occupation. Under these circumstances there were, comparatively, but few events to notice. Allusion was, however, made to several undertakings which had occupied the attention of civil engineers during the preceding twelve months, including the unfortunate failure in the attempt to lay the submarine electric telegraph cable between this country and the United States; and the hope was expressed that this daring enterprise would be completed next year.

Meanwhile the electric cables between Cagliari and Malta, and between Malta and Corfu, had been successfully submerged, in spite of the great depths of the channels, and thus another considerable step towards shortening the period of communicating between Great Britain and her Indian possessions had been accomplished.

Another great work was the Leviathan steam-ship, constructed by Mr. Scott Russell (M. Inst. C.E.), under the direction of Mr. Brunel, V.P., which, being now within reach of the water, there was good reason to believe, would be safely floated off the "ways" during the next high tides.

It was stated that, during the vacation, it had been determined to recognise the services of Mr. Charles Manby (as the Secretary during eighteen years) to the Institution, by the presentation of a testimonial. The proposition was eagerly received, and such an amount was promptly subscribed as enabled the Committee to devote a portion to the purchase of a clock and pair of candelabra, which, with a cheque for two thousand pounds, were presented to Mr. Manby by the President, in the presence of the members, in the Theatre of the Institution. In returning thanks for this mark of friendship and good will, Mr. Manby requested permission to devote some portion of the amount to the establishment of an annual premium, with which he begged that his name might be associated. He had accordingly transferred to the Institution the sum of two hundred pounds, in 5 per cent. debentures, the interest of which (107. per annum) it was proposed to award to the authors of papers read at the meeting, to be denominated the "Manby Premium."

The thanks of the Institution were unanimously voted to the President, Vice-Presidents, and other members and associates of Council; to the auditors and scrutineers, for their services. A special vote of thanks was accorded to Mr. C. Manby, Secretary, for the manner in which he had performed the duties of his office, his constant attention to the individual wishes of the members, and for his liberal donation to form a fund for an Annual Premium.

THE MANCHESTER ART TREASURES EXHIBITION BUILDING. THE sheme of holding an Exhibition of Art Treasures at Manchester, in 1857, originated with Mr. Peter Cunningham, F.S.A., and Mr. J. C. Deane, by whom it was submitted to a private