The Sun.
London, England, 1859-11-05 00:00:00

THE SUN, LONDON, SATiT.RDAY EVENING, NOVEMBER 5, 1859.

IMPERIAL CONTINENTAL GAS ASSOClA-
TlON.—(lncorporated by Act of Parliament),
Notice is Hereby Given, That the HALF-YEARLY
ORDINARY MEETING of the Proprietors of the Imperial
Gas Association will be held at the Office of the
Association, No. 7, White Hart-court, Lombard-street, Lon-
don, on WEDNESDAY, the 30th November, 1859, at two
o'clock in the afternoon, precisely', when a Report will be
made to the Proprietors, and a Dividend declared for the
Half-year ending 30th June, 1859. •
By order of the Board,
WILLIAM WALTON, Secretary.
Dated this 2d day of November, 1859.

IFEBOATS. —A benevolent Gentleman has
kindly offered to give the National Lifeboat Institution
£5O, if five similar sums are contributed by others, to enable
the Soceiy to establish an additional Lifeboat Station on an
expoeed point of the coast.
Contributions in aid of this fund will be thankfully re-
ceived by Messrs. Willis, Percival, and Co. ; Coutts, and Co. ;
Herries and Co. ; and at the Institution, 14, John-street,
Adelphi, London, W.C.

OUR DISASTER IN CHlNA.—England and
France must be avenged—War is certain—Do not delay
—avail yourself at once of the recent importations of the East
India Tea Company. Black, Green, or -Mixed Tea may still
be had, in 61b bags, at 2s. 4d. per lb.—Warehouses, 9, Great
St. Helen's Churchyard, Bishopsgate.

ORNAMENTS for the Drawing-room, Library,
and Dining-room, consisting of a new and elegant
assortment of VASES, Figures, Groups, Candlesticks, Obe-
lisks, Inkstands, beautiful inlaid Tables, Paperweights, &c.,
in Italian Alabaster, Marble, Bronze, Derbyshire Spar, &c.
Imported and manufactured by JAMES TENNANT, Mine-
ralogist to her Majesty, 149, Strand, London, W.C.
Mr. Tennant arranges elementary collections of SHELLS,
MINERALS, and FOSSILS, which will greatly facilitate the
interesting study of MINERALOGY, CONCHOLOGY, and
GEOLOGY, at 2,5, 10, 20, 50 to 100 guineas each.
PRACTICAL INSTRUCTION in GEOLOGY and MINE-
RALOGY is given by Mr. TENNANT, at 149, Strand.

BIRD TRIAL OF TILE GREAT

EASTERN.

SOUTHAMPTON, Nov. 4.
The third trial trip of the Great Eastern on her
run back from Hclyhead to Southampton was
brought to a conclusion yesterday morning, when
the huge vessel steamed up to her moorings off
Netley Hospital, and was secured in her berth for
the winter. Throughout the greater part of the
voyage so much care was taken to work the engines
easily that, except during one short interval of two
hours or so, no real attempt was made to test the
vessel's rate of speed. On the other hand, how-
ever, there was a much better trial given to her sea-
going qualities than could well have been expected
in a Channel run, and therefore, as far as this is
concerned, the capacities of the engines to propel
the ship at speed were more roughly tested than
on any previous occasion. These and other cir-
cumstances
insight taken into consideration, the whole
run may fairly be looked on as affording toler-
able into the real shortcomings of the
steam machinery and of what cannot be ex-
pected from the future performances of the
ship until these are all fully rectified. It was
notintended originally that the Great Eastern
should have left Holyhead before Thursday or
Wednesday last at the earliest ; but the tempestuous
weather which has lately prevailed made it impera-
tive that safe winter quarters for the ship should
be found without delay—a berth, in fact, where
she might not only ride in safety, but one where
the fittings so urgently needed to finish the vessel
could be carried on at the same time. In both
these respects no port in England promised such
facilities as Southampton, and from the time that
it had once been determined to winter there the
work of laying down the gigantic moorings—big
enough, apparently, to anchor the Isle of Wight—r
has been going forward steadily. These were all
ready for the reception of the vessel on Tuesday
morning, and on Tuesday accordingly Capt. Har-
rison intended to start round ; but towards Monday
evening the weather at Holyhead again became
very bad. The aneroid barometer fell with alarm-
ing rapidity until, in the course of a few hours, it
had gone down no less than from 29.80 to 28.44, a
greater fall than has been known at Holyhead for
the last five years, and nearly twice as much as
took place daring the late hurricane. As the night
advanced the wind chopped round to the south-
west, until at length it blew a stiff gale, though
not what sailors call the heart of the hurricane,
which was evidently, from the state of the glass,
raging on some other part of the coast. Through-
out Monday night and greater part of Tuesday it
blew so heavily that starting was out of the ques-
tion, and it was not till 'Wednesday morning, when
the glass again went up, that Captain Harrison
could set about the very difficult task of getting in
his anchors. Though the weather was then fair,
yet both wind and sea were higher than was ac-
tually agreeable, so that even with the assistance
of turning ahead with the screw the labour of
weighing could only be accomplished after long
hours of trouble. The steam gear for aiding in
turning the capstan broke down entirely. Failing
even to get in the slack chain it was discontinued
as utterly useless and labour lost. One anchor,
after considerable resistance, was at length hove
up by the efforts of the whole crew, but the
starboard anchor had bitten so firmly that all
efforts to get it to the bows proved fruitless. All
the subtle nautical expedients usual on such occa-
sions were of course resorted to by Capt. Harrison,
but still the anchor was as immovable as the centre
of gravity itself, though the crew worked at the
capstans till the chain was as rigid as an iron co-
lumn, and it was evident that something or other
must give way. A few minutes more of obstinate
adherence to its hold, and the anchor settled the
question by twisting and breaking in half about a
foot or so below the stock. From the marks upon
the anchor and chains, both of which were deeply
scratched, it was supposed that the anchor had sunk
through the mud till it nipped in the rocky ground
and then held on of course till the strain at last
broke it. While upon the subject of the anchors,
we may mention that that which was broken by
the Great Eastern during the. late severe tempest
weighed with its iron stock 97 cwt., instead of 70
cwt., as we were at first informed by mistake.
Once the second anchor was broken, of course
very little difficulty existed in getting the piece of
the twisted stock that remained to the bow of the
vessel, which swung round gradually with wind
and tide till her head was well pointing out to sea.
As might have been expected in the harbour of a
village so primitive as that of Holyhead there
were no manifestations of enthusiasm or curio-
sity displayed by the inhabitants at the depar-
ture of a vessel which had caused such an
influx
of visitors to that part of the coast. Hardly a
boat was out to see her get under way, except
the Liverpool tug with apparently some of the
railway officials on board, who had managed so
well all the details of passenger traffic to t.he
big ship since her stay at Holyhead. A parting
cheer from these gentlemen and " dipping" a flag
as the Great Eastern steamed under the gloomy
tower of rocks on which stand the South Stack
lighthouse were the only farewell ceremonies as
the ship left the harbour of refuge—a harbour
which, but for the egregious blunder of building
the breakwater in its present form, might have been
made the largest and safest in the kingdom. Steam
had been got up in all the paddle boilers and in
four of those for the screw engines, but it was neces-
sary for some time to continue to work with the
screw only. The difficulty which has often boon
experienced before of getting the paddle engines to
take their vacuum at first continued for some time,
and will always continue at starting till the size of
coMlenser is altered and enlarged. This defect
threw the work upon the screw engines for an hour
onranso,thdeureihnigef which
engineer,intervallastth e care of
en-
ginestohfeMpra.d.Ndli'eLen-Iu tn intoat b slowets een workingflN,e orddersi,xmapkeirngmtinneuitre—renvoot-
emnooruegh than certainly
e nou g
he
to
op
sr
ao
ve gelt th e
csrheaiwpc
hmti
hnueecrhyl, a tbohofouuligiolhef
turning both the wheels
,and m
e.ct then principally
tl little twl eo
affecting the speed of,t
paiamddealese,.t.whTichhis
was
difficulty,the
h e object
h wasof ctohuerns e
butmuch
affecting the speed of the ship, was then but of
r work bothmoment,its revolutions
Thus the screw rose gradually. in .
eansg
engines easily
Captain Harrison
throughoutha d given itsh- e
en ordersnight.
fromwith 2s6ligtoht2Bo,cc3aos,iaorindal3i2n,carteawshe,icuhultaislt,
the
thcoe
inntoirnnuiendg,
of the following day. For both engines to work
equally, the paddles should make one complete re-
volution for every 31 of the screw, so that for 3 of
the screw the paddles ought at least to. have gone
nine ; but on Wednesday night, for various reasons
connected with the machinery of the latter, it was
not thought advisable to do much more than keep
them turning easily and well at between six and
seven per minute. The Great Eastern, therefore,
only quitted Holyhead at the rate of about 10 miles,
or rather more, an hour.
The breeze from the south-west was then very
great and promised to become occasionally much
greater, and the tail of the late gale, in the shape
of an angry sea, came tumbling in " head on" against
the vessel's pourse. Steaming against a
.head-wind
and
breeze held ahead she moved over the angry- swell,
forte and while the
wets rounded at seven mimitps after one o'clock on
harbour, on the same eue;,-nini—s:one
steady as a church. The South Stack
Wednesday, Twq =ew. steamers loci; the
9 clock and one at 11, and both were hull down and
:at about 10
dSas:loargissayt h:
great
612111'°

othy distinguishable on the horizon by the dim hazy
clouds of smoke which marked their where-
abouts wheovnaertstt,ahkaenend and passed
Eastern left her berth.
both
beenfhorfienfeoubor o'clock the same afternoon each vessel
perhaps,in turn,
betterfor p
rthoughpropor-
tioned in horse-power to tonnage than the Great
Eastern herself, yet the immense length and bulk
of the latter plevelled over the angry waves, and
she moved unhindered over a swell which was send-
ing " green seas" into her smaller sisters. From
this time nothing of note occurred, the paddles,
though only going very slowly, were at least going
well, with the screw driving the ship at the rate
now of a little over 114 miles an hour. Just at
dusk, as the light off Bardsey Island was sighted,
the screw engines were stopped in order to key up
parts of the discs a little tighter, and this opera-
tion, with the delays, always unavoidable for such
work, deprived the vessel of her screw power for
about an hour and a half. During this time, how-
ever, the paddles continued a-head at half speed,
and made way with idle screw .in tow at between
three and four knots, until the irregularity of the
latter was set to rights and the propeller moved on
again as before. As the night came on the glass
again fell slightly, and the sky, though tolerably
clear, became overcast at times, with little squalls
and showers of heavy rain. Such aids were scarcely
needed to urge on the rolling swell already running
up channel, to each succeeding wave of which the
Great Eastern began to slip aside with a movement
which, if not quite a roll, was at least a good step
towards one, and in the art of making which the
big ship appeared to progress with uncomfortable
facility. Before midnight the light on the Smalls
rocks was sighted, shining through the dark. To
this light and the dangers, it betokened—the low
black reef of rocks, lying half hid among the snowy-
foam around, like sea monsters waiting for their
prey,—a wide berth was given, and the vessel stood
fairly down for the Land's End. Here, in this
track, the regular Channel swell ran quick and
high, and as the Great Eastern stretched out
further and further into the frothy waves some
persons of an imaginative or hypocritical turn
thought they detected the great ship in the act of
really rolling, and, for such a rigid mountain,
rolling pretty heavily too. Suspicion and curiosity
were at once awakened by a suggestion which was
felt almost generally to be derogatory to the great
ship's character, but the result of the next few
minutes placed the matter beyond a doubt. The
movement, which was not so mush at first a move-
ment with the ship itself as a kind of vague un-
certainty about the level of the cabin floors, con-
tinued to increase. Doors banged to without
apparent cause, chairs seemed suddenly endowed
with the desire of getting rid of their occupants,
coats and cloaks swung slowly about as if they
themselves were walking, and glasses slid towards
one another with a gentle tinkle. Walking all at
once became matter of strategy and careful fore-
thought, and the power of locomotion seemed
suddenly transferred from the passenger to the flat
candlestick in his cabin, the erratic movements of
which he was at all times unable to control or over-
take. All this, of course, was most unusual in a
vessel of such known steadiness as the Great
Easttrn, and the novelty was accounted for in a
variety of ways. Some thought it was three waves
of unuusal magnitude which had taken the Great
Eastern awkwardly, some that it was due to the
light trim of the ship, to which a very great deal,
no doubt, was really owing, while others asserted
stoutly that the vessel had never rolled at all. The
latter proposition was, however, soon found to be
quite untenable as the vessel continued her course,
steadily swaying from side to side with an easy
jovial swagger, as much like other ships under the
same circumstances as was consistent with her
size. At two o'clock in the morning the motion
was unmistakeable,and scats, buckets, and such
small ware occasiocally began to fetch away,
rumbling across the deck with a hollow sound, amid
which now and then a sharp little crash from the
mess-room below showed where stray decanters and
cups and saucers were making short cruises of their
own and coming to grief accordingly. From two
to four in the morning the weather " freshened"
considerably, though the freshening influence was
by no means extended to the visitors on board. The
squalls were sharper, and the moaning roar through
the rigging hoarser and more sustained, while as
the Channel opened out the long heavy swell
began to set in from the Atlantic in deep irregular
heaves which seemed to astonish the big ship, as
under their influence she rolled considerably. Be-

tween 4 and 5 o'clock the waves began to strike
now and then against the vessel's bows with a heavy
thump, surging up into the hawse holes in a cloud
of spray and water, but always thrown back or
turned aside by the lofty black hull which strode
over them. At last came one bigger than the rest,
hissing ominously out of the thick darkness. It
struck the Great Eastern with a loud boom, and
sent its green water in a heavy lump clear over the
forward bulwarks, capsizing one man and drench-
ing another who happened to be near where it
dashed inboard. Such a mark of insubordination
on the part of those waves over which the Great
Eastern was to dominate with triumphant success
was of course variously accounted for. Some
thought, absurdly enough it was contended, that
the vessel had fallen off, and so taken the sea
awkwardly, while others with more truth conjec-
tured that the crest of the wave, driven up high,
had been carried bodily over the bulwarks by the
first time, and
on the Greatveryda E
y astern
two
years received
that
sheforce of the wind. But be this as it may, the fact
remains that green water crossed her bows for the
christened ashore and her launch commenced under
the superintendence of poor Mr. Brunel. her
sea
christeningwas
The weather, though rough, was, as we have said,
very clear, and Captain Harrison, instead of going
outside the Scilly Islands, passed between them and
the mainland. The Land's End, dim and misty like
a coming storm, was sighted soon after daylight, and
towards this rocky headland the Great Eastern
stood. During this run, and until the vessel was
t es thean
t sea-going
c with a
well on her way towards the Lizard Light, a rough
i
the ship promised
rude frommri seed t the
impartiality. At l
taql inu ucla nl dht
ie eetas olivt y swell t
gf e
Over
these great watery banks, which seemed to dog
the vessel's course, the Great Eastern continued to
dip and roll; slowly and with ease, but neverthe-
less with a sufficient deviation from the perpendi-
cular to make it slippery walking on the
deck. It was a most peculiar motion, and
quite unlike the lurch of ordinary vessels
in a seaway, which seem to drop in jerks
further and further still, and then, all in a minute,
come back with a spring, as if the cabin door made
a rush at the head of the unwary passenger. The
Great Eastern seemed to swing herself with a side-
long gentle motion over every wave, dropping
deeply and easily beyond them with a regular slow
roll, though often quite deep enough to leave one
paddlewheel out of water, turning high and dry in
air. This motion on the vessel, though surprising
to passengers, was hot so to Captain Harrison, who
attributed it entirely to her very light immersion
in the water, and to the fact of her having no upper
weights to counterbalance the coals, which were of
course all stowed below. A great deal of her liveli-
ness was beyond a doubt due to this ; but it is
equally beyond a doubt that in proportion to her
size the Great Eastern in a seaway will conduct
herself very much like her smaller and weaker sis-
ters, moving as much to a very heavy sea as they
must do to a slight one. The whole roll of the ves-
sel was calculated at only 8 degrees each way, or 16
degrees in all—an every day amount to smaller
vessels, though something for one which was sup-
posed to be almost immovable by wind or sea. With
a beam sea in the Atlantic the Great Eastern, like
all the very long vessels, must and will roll—aye,
and deeply too—though her paddle-wheels and im-
mense size will make the motion a slow and easy
one. During Wednesday night and Thursday morn
ing Mr. M'Lennan had got both sets of en vines
thoroughly in hand. The screw was making 38' re-
volutions with easy firing, while the paddles had
been so carefully attended to that they were going
10 with ease, and Mr. M'Lennan offered and pre-
pared to try them at 12 revolutions in the course of
the day. The highest which has yet been attained
with these engines was almost short of 11 per
minute, though expected to do 14, but the chief en-
gineer of the Great Eastern expressed himself so
confident they were capable of greater results than
had yet been gained when Mr. Scott Russell was in
charge, that it was determined to try them, and
give the ship a fair run.
By nine o'clock the Long Ships Light was well in
view, with the sea breaking over the rocks like a
drifting cloud of snow. The swell set in very
heavily here, and a steamer which was toiling and
rolling through the billows gave those on hoard the
great ship a good idea of the seafaring vicissitudes
they would 4.4yp bad to encounter had their lot
been cast in as small a vessel. 't'hough a Unp hpd
powerN sea boat? this paddle steatner was making
but bad weather of it arnicathe swell. Even tile
sight of the Great Eastern appeared unable to in-
duce the passengers to venture on deck over which
every pov arfdheu the seas =me fore 4r:14 411.
, Compared to '4 'state of ihiti4S 'as fhis tale

Great Eastern was almost quiet, though even she
was lively enough, and her elephantine gambols
made serious gaps among the ranks of the visitors
to breakfast that morning. Before daylight three
fore and aft trysails had been spread to steady her,
but there was only wind enough to keep the swell
going, and certainly not enough to fill the sails or
check the roll of a ship of such size and weight as
the Great Eastern. At 10.5 a.m. on Thursday the
vessel was abreast of the Longships rocks and light-
house, over which the sea was pouring in a succes-
sion of tremendous breakers. The distance on the
chart from this point to Holyhead is 212 miles,
which the vessel had accomplished under easy steam
at the rate of 10 knots an hour, including the hour
and a half's delay while some of the bearings of
the screw were tightened up. At this point, there-
fore, it was determined to make a trial of the vessel
under full speed from Longships to the Lizard,
from the Lizard to the Eddystone, and from the
Eddystone to the Star lights. But when this de-
cision was arrived at the vessel was passing Long-
ships under easy steam, to change which into full
steaming power it was stated would take up nearly
one hour of the five which the trial was likely to
occupy. Nevertheless, the order was given to
get up full steaming as soon as possible, and
five out of the six fore and aft trysails were
set in a wind which, though fah, was just then
most unfortunately falling light. Still, the sails
were set and filled pretty well, though the breeze
was a mere whisper to the wind which would
be required to affect the Great Eastern under
canvas. After a while, three of the square-sails,
the main topsail, and fore and foretopgallant
sails were also spread abroad. For these latter,
however, the wind was far too much a-head, and if
they did not hinder they most certainly did not aid
the ship. Every two or three minutes they flapped
idly in the wind, and at last after a trial of some
hour or a half the breeze drew still more a-hea d
and they were furled again. If they had been only
set to show the grand and stately appearance of
the noble vessel under all her canvas, the sight
would have well repaid a week of trouble. While
this was done the stokers below had been busy, and
the great ship was fast getting full steam on her.
The revolutions of the paddles were reaching 11
fast, while the screw was going well at 38. The
Lizard Light was passed at 12.8, as the vessel began
to get fair way on her course, running over the
water at speed, and leaving a track like a roadway
behind her. The coaling up was evidently telling
on her progress, and the run from Longships to the
Lizard, a distanco of 27 miles, had been accom-
plished in two hours. The Eddystone Light, a
distance of 37;'. miles from the last-named beacon,
was passed at 2.52, showing a rate of 14 knots, or
about 164 miles an hour, while the run from the
Eddystone to the Start, a stretch of 25 knots, was
made at 15 knots, or 18 miles an hour. At two
o'clock in tho afternoon the patent log was lowered
down by Captain Harrison, and kept astern till
four. When raised its register showed a distance
run of rather more than 31 knots in the two hours.
During this trial the paddle had been gradually
worked up to 121 revolutions a minute, the steam
in the boilers being at about 221 b., and in the en-
gines at about 201 b. At this rate of working they
moved with the most perfect ease and good order,
effecting, inieed, under the care of Mr. M‘Lennan,
an amount of work which would never have been
anticipated from their previous performances. The
screw was not worked to beyond more than
40 per minute, though with their engines, with a
better and more organised system of firing, much
higher results are also looked forward to in the next
trip. Even under the best circumstances, how-
ever, it is more than doubtful if the screw boilers,
as at present, are capable of generating sufficient
steam to obtain the number of revolutions neces-
sary to very high speed for long voyages. This
fact, as we have said, has not yet been obtained
from actual calculation, but yet sufficient is known
to make it almost certain that one more boiler at
least is likely to be required to get that power with
the screw which alone can give speed to the vessel.
One if not two more boilers will also be necessary
to get the paddles round at 14 revolutions, with
their proper depth of immersion in the water. As
we have already often stated, the paddle floats have
been reefed considerably, and, if they are intended
to remain in this condition, then either a most
important error has been made in the diameter of
the wheels themselves, or the main shaft has been
put so low in the body of the ship as to necessitate
tho reefing of the floats. Eitker one or other of
these two faults have been committed, which of
course is most unlikely, or else the steam power and
machinery of the paddles is not equal to working
them at full immersion, and more steam must evi-
dently be given here. The steam diagrams had
not been worked out when we quitted the ship, so
that the engineering results yielded by the voyage
are of course as yet but most imperfectly known.
With regard to the consumption of fuel, not
the least doubt now exists that the Great
Eastern's full steaming power will require at least
300 tons a-day, and for easy steaming under sail
about 230. The last is, on the whole, rather too
low an estimate, and the daily supply required is
more likely rather to exceed than fall short of the
first-named quantity.

After the trial of speed had been made and the
Start Light left astern the way on the vessal was
reduced as the day was thickening, with squalls
and rain. Had it been summer weather the Great
Eastern might easily have gone up to her moorings
in the Southampton water the same evening, bat
as it was that was out of the question, and as no
object was to be gained in holding on and off the
coast throughout the night speed was at once re-
duced to less than half. Just before darkness fell
the Himalaya, crowded with troops, stood close down
under the stern of the big ship and greeted her
arrival with a burst of hearty cheers from all the
soldiers who thronged the decks, and even rigging
and made their cheerful voices heard loud above the
wind. There was time—and only time—for this
brief though hearty welcome, as both vessels were
going at speed ; and in a few minutes the long slim
outline of the celebrated troopship was growing
dim in the mist, and neither the forms or voices
of its gallant freight could be distinguished. As
the to us small craft sped away down Channel it
seemed difficult to realise the fact that only four
years ago the Himalaya was the largest vessel in
the world, and a good sum of money was taken by
allowing the public on board to see her at South-
ampton. The Great Eastern has now succeeded to
this pre-eminence, and she, too, has gone to South-
ampton to be shown. What must be the size of the
next steamer to attract visitors at Southampton
after her? The Perseverance also passed down
Channel in the track of the Himalaya, but she kept
a wide distance from the Great Ship, and could
only be known by her number. When these little
incident were over nothing more occurred to break
the monotony of a dull, very wet, and rather windy
night in the Channel. It was cold, miserable,
sloppy weather, thick and squally, with a jumbling
sea on, which hit the big ship here and there as if
puzzled to know what to do with her. The vessel
was abreast of St. Catherine's Light at soon after
11 o'clock, and from this time till daylight kept
standing slowly on and off the shore. Captain Har-
rison, as usual, was on the bridge all night, and it
was not till about 8 o'clock—when the weather,
though still very thick and bad, was at least better
than it had been—that he approached the coast, and
took the Great Eastern round the Isle of Wight,
through Spithead, past Hyde and Osborne. At this
part of the Solent Mr. James Bowyer, one of the
ablest of the Southampton pilots, took charge of her,
and though it was low tide brought her up to her
moorings off Netley as easily and as quietly as if she
had only been a steamer of 1,000 tons. Nothing
could better have exemplified the perfect control
which the Great Eastern is under—the ease, quiet-
ness, and certainty with which she can be handled
el-en in the most intricate channels, than this ope-
ration of steaming her up to her moorings, where
in the course of half-an-hour she was made fast, and
swung round lightly to the stream. There was 40
feet of water under her when she arrived at dead
low tide. The width of the channel in which she
lies from the stern to the five fathom line is 480
feet, and from her bows 1,150. In a steam tug,
awaiting the arrival of the big ship, were the chair-
manntfhoicie.
coerce,
,feuastnii h.
president ereadersncG Capt.
ope
fta . Great
Hedger,
coea
wdss tgoefeurarttr:h
tCathioi
Southampton
ptuofiapntnetyri
fittings
"1
Chambert 'sn.
dSe
ectnee
slot) s
fbaoci n.
yotgmhtse.q,
more
yn
elts,,-oe andb shall a
it
tl r bias:
teaocbableeed tohwo
with,
and complete
deal
Ina few
fssehw:
and how soon she will really be ready for sea. A
d
it will be done in a manner worthy of
and the great objects which she has been built to
accomplish, eptdaatiy:sbllienkodeil,

ANOTHER ACCOUNT,
F,4OIITHAMPTON, FRIDAY

The Great Eastern vas safely moored in this
Water before noon to-day. This event, of so much
importance to the port of Southampton, has been
accomplished under the most auspleiokis cireuna-
sia4e4, aid has oveii plea' sate faction to the
directors of the company, the captain and officers