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גרייט בריטיין (אונייה) – הבדלי גרסאות

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עריכה
שורה 1:
{{להשלים|כל הערך=כן}}
{{אונייה|
|שם=א/ק "'''גרייט בריטיין'''"
|שם=בריטניה הגדולה{{ש}}SS Great Britain
|תמונה=[[קובץ:SS Great Britain bow view.jpg|300px250px]]
|כתובית='''בריטניה"גרייט הגדולה'''בריטיין" ב[[מבדוק יבש]] ב[[בריסטול]], [[2005]]
|תרשים=
|כתובית תרשים=
|סוג=[[ספינתאוניית קיטור]],נוסעים [[קיטורית|אוניית נוסעים מונעת בקיטור]]
|צי=
|חברת ספנות=[[חברת"גרייט ספינות הקיטור המערבית הגדולה]]וסטרן"
|סדרה=
|סדרה קודמת=
שורה 14:
|אוניות בסדרה=
|דגל הצי=[[קובץ:Flag of the United Kingdom.svg|50px|גבול]]
|מספנה=[[ויליאם פטרסון]]
|הוזמנה=
|תחילת הבנייה=[[יולי]] [[1839]]
|הושקה=[[19 ביולי]] [[1843]]
|הוכנסה לשירות=הפלגת בכורה ב-[[26 ביולי]] [[1845]] (שיוט בכורה)
|מצבה כיום=הוצאהאוניית משירותמוזיאון בשנתבנמל [[1886בריסטול]]
|גורלה=שוחזרה ונפתחה לקהל ב-[[2005]]
|מקום טביעתה=
|הדחק=3,675 טון
|תפוסה=ברוטו 3,270 טון
|מעמס=
|אורך=98 מטרמ'
|רוחב=15.4 מטרמ'
|שוקע=4.9 מטר<ref>ראו claxton, עממ' 3.</ref>
|מהירות=10 עד 11 קשר (18 עד 20 קמ"ש)
|עומק צלילה=
|צוות=130 אנשי צוותאיש
|נוסעים=730360 נוסעים, לימים 730 נוסעים ו-1,200 טון מטען.
|טווח שיוט=
|מספר תרנים=במקור 6 תרנים, (35 לאחרעם [[מפרשים אורכיים והאחרון עם מפרשים רוחביים{{ש}} מ-1853]]): 3 תרנים עם מפרשים רוחביים
|גובה התרנים=
|שטח המפרשים=
|הנעה=מפרשים ומנוע. 2 מנועי קיטור כפולי-צילינדרים (קוטר צילינדר 220 ס"מ, אורך המהלך 1.8 מ'), הספק 500 כוחות סוס (370 קילוואט), מהירות סיבוב 18 סל"ד.
|הנעה=[[מנוע קיטור]], 500 כוחות סוס.
|צורת הנעה=מדחף יחיד
|כמות הדלק=
|מתקני התפלה=
שורה 47:
|מוטו=
}}
"גרייט'''גְּרֵייט בריטייןבְּרִיטֵיין'''" (ב[[אנגלית]]: SS '''''Great Britain''''') היא [[אוניית נוסעים קיטורית|אוניית נוסעים מונעת בקיטור]] לשעבר מן המאה ה-19, שהייתהשנחשבה מתקדמת לזמנה, וכיוםהמשמשת כיום [[אוניית מוזיאון]]. האונייה תוכננה על ידי [[איזמברד קינגדום ברונל]] עבור שירות הובלת הנוסעים הטרנס אטלנטי, בין [[בריסטול]] ל[[ניו יורק (עיר)|ניו יורק]], של חברת הספנות הבריטית [[גרייט וסטרן (חברת ספנות)|"גרייטגְּרֵייט וסטרןוֶסְטֶרְן"]] (Great Western Steamship Company). אוניות אחרות שקדמו לה אומנם נבנו כבר מברזל או הונעו על ידי [[מדחף]], אך "גרייט בריטיין" הייתה האונייה האוקיינית הגדולה הראשונה שכללה את שני המאפיינים הללו גם יחד. כמו כן הייתה היא נחשבת ל[[אוניית קיטור|אוניית הקיטור]] הראשונה העשויה ברזל שחצתה את [[האוקיינוס האטלנטי]], ועשתה זאת ב-1845 ב-14 ימים.
 
בעת השקתה, ב-1843, נחשבה "גרייט בריטיין" לאונייה הגדולה ביותר בעולם. ברם, בשל התמשכות תקופת בנייתה ועלותה הגבוהה נקלעו בעליה לקשיים פיננסיים, והם נאלצו לפרוש מן העסק ב-1846 לאחר שהאונייה עלתה על שרטון כתוצאה מטעות בניווט.
 
האונייה נמכרה לעל ידי [[חילוץ ימי|מחלציה]] ותוקנה, ועסקה בהובלת מהגרים ונוסעים אל [[אוסטרליה]]. ב-1881 הוסבה לאוניית מפרשים ושלוש שנים אחר כך הוצאה מן השירות והובאה אל איי פוקלנד, שם שימשה כ[[גווה (אונייה)|מחסן צף]], אוניית [[קרנטינה|הסגר רפואי]] ו[[גווה (אונייה)|גוות פחם]] עד [[הטבעה מכוונת (כלי שיט)|הטבעתה במכוון]] ב-1937.
 
ב-1970 נמשתה "גרייט בריטיין" הובאה אל ה[[מבדוק יבש|מבדוק היבש]] בבריסטול בו נבנתה לראשונה ושוחזרה למצבה המקורי. כיום היא נמנית עם אוניות [[הצי ההיסטורי הלאומי של בריטניה]]. האונייה ניצבת בנמל בריסטול ומשמשת כאוניית מוזיאון הפתוחה למבקרים.
שורה 66:
 
===הנעה באמצעות מדחף===
<!-- [[קובץ:SS_Archimedes_by_Huggins_cropped.jpg|שמאל|ממוזער|250px|תרשים אמן של הארכימדס]]
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המפגש השני התרחש באביב 1840, עם הגעתה לנמל בריסטול של ה[[ארכימדס (ספינה)|ארכימדס]] - ספינת הקיטור המונעת במדחף הראשונה בעולם. פיתוחה של הארכימדס הושלם רק מספר חודשים קודם לכן על ידי חברת ספינות הקיטור של [[פראנסיס פטיט סמית']]. ברונל, אשר שקד על שיטות לשיפור ביצועיהם של [[גלגל משוטות|גלגלי המשוטות]] אשר הניעו את הבריטניה הגדולה, התעניין מיד בטכנולוגיה החדשה ושכנע את סמית' להשאיל לו את הארכימדס ולבחון אותה ביסודיות. לאורך מספר חודשים בחנו השניים מספר מדחפים בתצורות שונות על הארכימדס על מנת למצוא את התצורה היעילה ביותר, אשר התבררה לבסוף כמדחף ארבע להבי חדש אשר עוצב על ידי סמית'<ref>פוקס, עמ' 148, 151.</ref>.
 
שורה 82 ⟵ 80:
טיעוניו של ברונול שכנעו את הנהלת החברה, ובדצמבר 1840, הוחלט לאמץ את הטכנולוגיה החדשה עבור הבריטניה הגדולה. החלטה זו הוכחה שוב כהחלטה יקרה, הן מבחינה כספית והן מבחינת תאריך השלמתה של הספינה, אשר נדחה בתשעה חודשים נוספים<ref>פוקס, עמ' 149.</ref>.
 
==השקת הספינה==
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The launching or, more accurately, the "floating out" took place on 19 July 1843. Conditions were generally favourable but diarists recorded that, after a dull start, the weather brightened later on with only a few intermittent showers. The atmosphere of the day can best be gauged from a report published the following day in the ''Bristol Mirror''. The reporter recorded that:
 
<blockquote>Large crowds started to gather early in the day including many people who had travelled to Bristol to see the spectacle. There was a general atmosphere of anticipation as the Royal Emblem was unfurled. The processional route had been cleaned and Temple Street decorated with flags, banners, flowers and ribbons. Boys of the City School and girls of Red Maids were stationed in a neat orderly formation down the entire length of the Exchange. The route was a mass of colour and everybody was out on the streets as it was a public holiday. The atmosphere of gaiety even allowed thoughts to drift away from the problems of political dissension in London.<ref name=BM>{{cite news
| last =
| first =
| coauthors =
| title = Royal Visit
| work = Bristol Mirror
| pages = 1–2
| publisher = Bristol Mirror
| date = 1843-07-20
| url =
| accessdate = 2009-01-07}}</ref></blockquote>
 
[[Albert, Prince Consort|Prince Albert]] arrived at 10am at the Great Western Railway Terminus. The [[British Royal Train|royal train]], conducted by Brunel himself, had taken two hours and forty minutes from London. There was a [[guard of honour]], consisting of members of the police force, soldiers and dragoons and, as the Prince stepped from the train, the band of the Life Guards played works by Labitsky and a selection from the "Ballet of Alma". Two sections of the terminus platform were boarded off for the reception and it was noted by the ''Bristol Mirror'' that parts were covered with carpets from the Council House. The [[Albert, Prince Consort|Prince Consort]], dressed as a private gentleman, was accompanied by his equerry in waiting, personal secretary, the Marquis of Exeter, and Lords Warncliffe, Liverpool, Lincoln and Wellesley.<ref name=BM>{{cite news
| last =
| first =
| coauthors =
| title = Royal Visit
| work = Bristol Mirror
| pages = 1–2
| publisher = Bristol Mirror
| date = 1843-07-20
| url =
| accessdate = 2009-01-07}}</ref>
[[תמונה:Launch-of-the-SS-GB.jpg |ממוזער | right | Launch of ''Great Britain'' at Bristol, July 1843. ]]
 
Introductions were made, followed by the "Address to His Royal Highness the Prince Albert", by the town clerk, D.Burgess. Honours were then bestowed on him by the [[Society of Merchant Venturers]], and there were speeches from members of the Bristol clergy. The royal party then had breakfast and, after twenty minutes, reappeared to board horse-drawn carriages.<ref name=BM>{{cite news
| last =
| first =
| coauthors =
| title = Royal Visit
| work = Bristol Mirror
| pages = 1–2
| publisher = Bristol Mirror
| date = 1843-07-20
| url =
| accessdate = 2009-01-07}}</ref>
 
At noon, the Prince arrived at the Great Western Steamship yard only to find the ship already "launched" and waiting for the royal inspection. Prince Albert boarded the ship, took refreshments in the elegantly decorated lounge and then commenced his tour of inspection. He was then received in the ship's banqueting room where all the local dignitaries and their ladies were gathered.<ref name=BM>{{cite news
| last =
| first =
| coauthors =
| title = Royal Visit
| work = Bristol Mirror
| pages = 1–2
| publisher = Bristol Mirror
| date = 1843-07-20
| url =
| accessdate = 2009-01-07}}</ref>
 
After the banquet and the toasts, His Royal Highness left for the naming ceremony. It had already been decided that the actual christening would be performed by Mrs Clarissa Miles (1790&ndash;1868), wife of Philip John Miles (1773&ndash;1845) and mother of Bristol's MP, Philip William Skinner Miles (1816&ndash;1881), a Director of the Company. When the appropriate time came, she stepped forward, grasped the champagne bottle and swung it towards the bows. Unfortunately the steam packet ''Avon'' had started to tow the ship into the harbour and the bottle fell about {{convert|10|ft|m}} short of its target and dropped unbroken into the water. A second bottle was rapidly obtained and the Prince himself hurled this against the iron hull of the ''Great Britain''. In her haste, the ''Avon'' had also started her work before the shore warps had been released. The tow rope snapped and, due to the resultant delay, the Prince was obliged to return to the railway station and miss the end of the programme.<ref name=BM>{{cite news
| last =
| first =
| coauthors =
| title = Royal Visit
| work = Bristol Mirror
| pages = 1–2
| publisher = Bristol Mirror
| date = 1843-07-20
| url =
| accessdate = 2009-01-07}}</ref>
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===עיכוב נוסף===
<!--
[[ File:SS Great Britain by Talbot.jpg | thumb | left | Fitting out in the [[Cumberland Basin (Bristol)|Cumberland Basin]], April 1844. This historic photograph by [[William Fox Talbot|William Talbot]] is believed to be the first ever taken of a ship. ]]
Following the launch ceremony, the builders had planned to have ''Great Britain'' towed to the [[Thames]] for her final fitting out. Unfortunately, the Harbour authorities, with responsibility for widening the dock, had failed to carry out the necessary modifications to their facilities in a timely manner.<ref name=dumpleton&miller64>Dumpleton and Miller, p. 64.</ref> Exacerbating the problem was the fact that the ship itself had been widened beyond the original plans to accommodate the propeller engines, and also that her designers had made a belated decision to fit the engines prior to launch, which resulted in the vessel having a deeper than originally planned initial [[draft (ship)|draught]].<ref name=claxton21>Claxton, p. 21.</ref>
 
This dilemma was to result in another costly delay for the company, as Brunel's negotiations with the Bristol Dock Board dragged on for months. It was only through the intervention of the Board of Trade that the Harbour authorities finally agreed to the lock modifications, which were begun in autumn 1844.<ref name=ballwright13>Ball and Wright, p. 13.</ref>
 
After being trapped in the harbour for more than a year, ''Great Britain'' was at last floated out in December 1844, but not before causing more anxiety for her proprietors. After passing successfully through the first set of lock gates, she jammed on her passage through the second which led to the [[River Avon (Bristol)|River Avon]]. Only the seamanship of Captain Claxton enabled her to be pulled back and severe structural damage avoided. The following night, an army of workmen under the direct supervision of Brunel, taking advantage of the slightly higher tide, removed coping stones and lock gate platforms from the Junction Lock, allowing the [[tugboat|tug]] ''Samson'' to tow the ship safely into the Avon.<ref>{{cite web | title=The creation of Bristol City docks | work=Farvis | url=http://www.farvis.com/Brunel's%20locks.htm | accessdate=2006-08-18}}</ref>
-->
==תאור הספינה==
===תאור כללי===
[[קובץ:SS Great Britain diagram.jpg|שמאל|ממוזער|250px|תרשים של גוף הבריטניה הגדולה ושל מבנהו הפנימי.]]
בעת השקתה ב-[[1845]] הייתה בריטניה הגדולה כלי שיט מהפכני - הספינה הראשונה ששילבה בין גוף שכולו ברזל והנעה באמצעות מדחף, באורך כולל של 98 מ' וב[[הדחק]] של 3,400 טון, ארוכה ב-30 מ' ובעלת הדחק הגדול ב-1,000 מכל ספינה אחרת שנבנתה לפניה. רוחב הסיפון הראשי עמד על 15.39 מ' וגובה הגוף, מקצה ה[[שדרית]] ועד לסיפון העליון, 9.91 מ'. היו לספינה ארבעה סיפונים, כולל הסיפון העליון, צוותה כלל 120 מלחים, והיא תוכננה לשאת 360 נוסעים יחד עם 1,200 טונות של מטען ו-1,200 טונות נוספים של פחם, ששימש כדלק.
 
 
 
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Like most steamships of the era, ''Great Britain'' was provided with secondary sail power, consisting in ''Great Britain''{{'}}s case of one [[square-rig]]ged and five [[schooner]]-rigged masts&mdash;a relatively simple sail plan designed to reduce the number of crew required. The masts were of iron, fastened to the spar deck with iron joints, and with one exception, hinged to allow their lowering as a means of reducing wind resistance in the event of a strong headwind. Similarly, all the rigging was of iron cable instead of the traditional [[hemp]], again with a view to reducing wind resistance.<ref name=claxton19-20>Claxton, pp. 19-20.</ref> Another innovative feature was the lack of traditional heavy bulwarks around the main deck; instead, the builders opted for a light iron railing,<ref name=fox152>Fox, p. 152.</ref> which both reduced weight and allowed water shipped in heavy weather to run unimpeded back to sea.
 
The ship's hull and single [[chimney|funnel]] amidships were both finished in black paint, with a single white stripe running the length of the hull highlighting a row of false gunports. The hull was flat-bottomed, with no external [[keel]], and with bulges low on each side amidships which continued toward the [[stern]] in an unusual implementation of [[tumblehome]]&mdash;a legacy of the late decision to install propeller engines, which were wider at the base than the originally planned paddlewheel engines.<ref name=fox149,152>Fox, pp. 149, 152.</ref>
 
Brunel, anxious to ensure the avoidance of [[hogging]] in a vessel of such unprecedented size, designed the hull to be massively redundant in strength. Ten longitudinal iron girders were installed along the keel, running from beneath the engines and boiler to the forward section. The ship's iron ribs were {{convert|6|x|3|in|cm}} in diameter. The iron keel plates were an inch thick, and the hull seams were lapped and double [[rivet]]ed in many places. Safety features, which also contributed to the structural strength of the vessel, included a [[double bottom]] and five watertight iron [[bulkhead (partition)|bulkheads]].<ref name=fox150>Fox, p. 150.</ref><ref name=claxton5>Claxton, p. 5.</ref> The total amount of iron which went into the building of the ship, including the engines and machinery, was 1,500 tons.<ref name=claxton18>Claxton, p. 18.</ref>
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===הנעה===
<!--
{{double image | left | SS Great Britain transverse section.jpg | 120 | SS Great Britain engine and gearwheels lateral section.jpg | 100 | Transverse hull section, showing arrangement of gearwheels, gear chains and engine cylinders | Side view of engines, showing arrangement of gears and gear chains between the engines ||}}
At the heart of the great ship, installed amidships, and with a combined weight of 340&nbsp;tons,<ref name=claxton18/> were the two giant propeller engines, built to a modified patent of Brunel's father [[Marc Isambard Brunel|Marc]]. The engines, which rose from the keel through the three lower decks to a height just below the main deck, were of the [[marine steam engine|inverted direct-acting]] type, with twin 88-inch (220 cm), {{convert|6|ft|m|abbr=on}} [[stroke (engine)|stroke]] [[cylinder (engine)|cylinders]] inclined upward at a 60° angle, capable of developing a total of {{convert|1000|hp}} at 18&nbsp;[[rpm]].<ref name=fox150/><ref name=claxton3-6>Claxton, pp. 3-6.</ref> Steam power was provided by three {{convert|34|ft|m|abbr=on}} long by {{convert|22|ft|m|abbr=on}} high by {{convert|10|ft|m|abbr=on}} wide, {{convert|5|psi|abbr=on}} "square" saltwater [[boiler]]s, located forward of the engines, with eight furnaces each &ndash; four at each end.<ref name=fletcher_others>Some sources, such as Claxton (p. 3), state that there was only a single boiler, but others, such as Fletcher and Maginnis, state that there were three side by side. This apparent discrepancy is explained by the fact that there were three separate boilers or boiler compartments sharing a common housing (Dumpleton and Miller, p. 60).</ref>
[[File:Model of SS Great Britain's engines.jpg || thumb | right |upright| A model of ''Great Britain''{{'}}s engines]]
In considering the gearing arrangement, Brunel had no precedent to serve as a guide. The gearing for the only existing propeller-driven ship of the time, ''Archimedes'', which was of the spur-and-pinion type, had proven almost unbearably noisy, and would not be suitable for a passenger ship.<ref name=fox148-149>Fox, pp. 148-149.</ref> Brunel's solution was to install a [[chain drive]]. On the crankshaft between ''Great Britain''{{'}}s two engines, he installed a huge {{convert|26|ft|m|abbr=on}} diameter primary gearwheel,<ref name=claxton6>Claxton, p. 6.</ref> which by means of a set of four massive inverted-tooth or "silent" chains, operated the smaller secondary gear near the ship's keel which turned the propeller shaft. Brunel's chain-drive system was the first commercial use of silent chain technology, and the individual silent chains installed in ''Great Britain'' are thought to have been the largest ever constructed.<ref name=aca10>American Chain Association, p. 10.</ref>
 
''Great Britain''{{'}}s main propeller shaft, built by the Mersey Iron Works, was the largest single piece of machinery in the ship. 68 feet long and 28 inches in diameter, the shaft was bored through its length with a 10-inch diameter hole, reducing its weight and allowing cold water to be pumped through to reduce heat. At each end of the main propeller shaft were two secondary coupling shafts: a 28 foot, 16 inch diameter shaft beneath the engine, and a screw shaft of {{convert|25|ft|m|abbr=on}} and diameter {{convert|16|in|cm}} at the stern. Total length of the three shafts was {{convert|130|ft|m|abbr=on}}, and the total weight 38&nbsp;tons.<ref name=claxton18>Claxton, p. 18.</ref> The shaft was geared upward at a ratio of 1 to 3, so that at the engines' normal operating speed of 18&nbsp;rpm, the propeller turned at a speed of 54&nbsp;rpm.<ref name=aca10/> The initial propeller installed was a six-bladed "windmill" model of Brunel's own design,<ref name=fox151>Fox, p. 151.</ref> {{convert|16|ft|m|abbr=on}} in diameter and with pitch of {{convert|25|ft|m|abbr=on}}.<ref name=claxton13>Claxton, p. 13.</ref>
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===פנים הספינה===
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The interior of the ship was divided into three decks, the upper two of which were used for passenger accommodations and the lower for cargo. The two passenger decks were in turn divided into forward and aft compartments, separated by the engines and boiler amidships.<ref name=claxton4,6>Claxton, pp. 4, 6.</ref>
 
In the after section of the ship, the upper passenger deck contained the after or principal saloon, {{convert|110|ft|m|abbr=on}} long by {{convert|48|ft|m|abbr=on}} wide, which ran from just aft of the engine room to the stern. On each side of the saloon were corridors leading to 22 individual passenger berths, arranged two deep, making a total of 44 berths for the saloon as a whole. The forward part of the saloon, nearest the engine room, contained two {{convert|17|x|14|ft|m|abbr=on}} ladies' boudoirs or private sitting rooms, which could be accessed directly&mdash;without entering the saloon itself&mdash;from the twelve nearest passenger berths, reserved for females. The opposite end of the saloon opened onto the stern windows. Broad iron staircases at both ends of the saloon ran to the main deck above and the dining saloon below. The saloon was painted in "delicate tints", furnished along its length with fixed chairs of [[oak]], and supported by twelve decorated pillars.<ref name=claxton14-17>Claxton, pp. 14-17.</ref>
[[File:SS Great Britain 1st class dining room.jpg | thumb | left | Looking down one aisle of the reconstructed dining saloon in the museum ship SS ''Great Britain''. ]]
Beneath the after saloon was the main or dining saloon, {{convert|98|ft|6|in|m|abbr=on}} long by {{convert|30|ft|m|abbr=on}} wide, and fitted with dining tables and chairs capable of accommodating up to 360 people at one sitting. On each side of the saloon, seven corridors opened onto four berths each, for a total number of berths per side of 28, or 56 altogether. The forward end of the saloon was connected to a stewards' galley, while the opposite end contained several tiers of sofas. This saloon was apparently the ship's most impressive. Columns of white and gold, 24 in number, with "ornamental capitals of great beauty", were arranged down its length and along the walls, while eight [[Arabesque]] [[pilaster]]s, decorated with "beautifully painted" oriental flowers and birds, enhanced the aesthetic effect. The archways of the doors were "tastefully carved and gilded" and surmounted with medallion heads. Mirrors around the walls added an illusion of spaciousness, and the walls themselves were painted in a "delicate lemon-tinted hue" with highlights of blue and gold.<ref name=claxton14-17/>
 
The two forward saloons were arranged in a similar plan to the after saloons, with the upper "promenade" saloon having 36 berths per side, and the lower, 30, for a total number of berths in the forward passenger section of 132. Further forward still, separate from the passenger saloons, were the crew quarters.<ref name=claxton14-17/> The overall finish of the passenger quarters was unusually restrained for its time, a probable reflection of the proprietors' diminishing capital reserves.<ref name=fox153>Fox, p. 153.</ref> Total cost of the ship's construction, not including the £53,000 cost of plant and equipment acquired to build her, was £117,000<ref name=fox155>Fox, p. 155.</ref>&mdash;£47,000 more than her original projected price tag of £70,000.
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==היסטורית שירות==
 
===הקו הטרנס-אטלנטי===
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On 26 July 1845&mdash;fully seven years after the Great Western Steamship Company had decided to build a second ship, and five years overdue&mdash;''Great Britain'' embarked on her maiden voyage, from [[Liverpool]] to [[New York]], with a complement of 45 passengers. The ship made the passage in 14 days and 21 hours, at an average speed of {{convert|9.25|kn}} &ndash; almost {{convert|1.5|kn}} slower than the prevailing record. She made the return trip in 13½ days, again an unexceptional time.<ref name=fox153/>
[[ File:Great Britain propeller and rudder wideshot.jpg | thumb | Replica of ''Great Britain''{{'}}s original six-bladed propeller on the museum ship. This propeller proved totally unsatisfactory in service and was quickly replaced with a four-bladed model. ]]
Brunel, who prior to the ship's commencement of service had substituted Smith's proven four-bladed propeller design with a six-bladed "windmill" design of his own, now decided to try and improve the vessel's speed by rivetting an extra two inches of iron to each propeller blade. On her next crossing to New York, carrying 104 passengers, the ship ran into heavy weather, losing a mast and three propeller blades. After repairs in New York, she set out again for Liverpool, this time with only 28 passengers, and again lost four propeller blades during the crossing.<ref name=fox153-154>Fox, pp. 153-154.</ref>
 
By this time, another design flaw had become evident. The ship rolled heavily, especially in calm weather without the steadying influence of sail, causing great discomfort to the passengers. The long-suffering shareholders of the company dipped into their pockets once more to try and solve the problems. The six-bladed propeller was dispensed with and a four-bladed cast iron model, similar to that originally chosen for the ship, substituted. The third mast was removed, and the iron rigging, which had proven unsatisfactory, was replaced with conventional rigging. Additionally, in a major alteration, two 110-foot long [[bilge keel]]s were added to each side of the ship in an effort to lessen her tendency to roll. These repairs and alterations together were to delay ''Great Britain''{{'}}s return to service until the following year.<ref name=fox153-154/>
[[ File:SS Great Britain stranded in Dundrum Bay.jpg |ממוזער | left | Stranded in Dundrum Bay, 1846. ]]
In her second season of service in 1846, ''Great Britain'' successfully completed two round trips to New York and back at an acceptable speed, but was then laid up again, for repairs to one of her chain drums which showed an unexpected degree of wear. Embarking on her third passage of the season to New York, ''Great Britain''{{'}}s captain made a "truly inexplicable" series of navigational errors which resulted in the ship being run hard aground in [[Dundrum Bay]] on the northeast coast of [[Ireland]].<ref name=fox154>Fox, p. 154.</ref>
 
The vessel remained aground for almost a year, protected by temporary measures organized by Brunel. In August 1847, she was finally floated free at a cost of £34,000 and taken back to Liverpool, but this final expense exhausted the company's remaining reserves. After languishing at the North Dock for some time, ''Great Britain'', completed only a few years earlier at a cost of £117,000, was sold to Gibbs, Bright & Co., former agents of the Great Western Steamship Company, for a mere £25,000.<ref name=fox154-155>Fox, pp. 154-155.</ref><ref name=fletcher225-226>Fletcher, pp. 225-226.</ref>
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====שדרוג וחזרה לשירות====
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The new owners of ''Great Britain'' decided not merely to repair the vessel but to give her a total refit. The ship's keel, badly damaged during the recent grounding, was completely renewed along a length of 150 feet, and the owners took the opportunity to further strengthen the hull. The old [[keelson]]s were replaced, and ten new ones laid, which ran the entire length of the keel. Both the bow and stern were also strengthened by heavy frames of double [[angle iron]].<ref name=fletcher226-227>Fletcher, pp. 226-227.</ref>
 
Reflecting the rapid advances in propeller engine technology since ''Great Britain''{{'}}s development, the original engines were removed and replaced with a pair of smaller, lighter and more modern [[marine steam engine|oscillating]] engines, with 82½ inch cylinders and 6-foot stroke, built by [[John Penn (engineer)|John Penn & Sons]] of [[Greenwich]]. The engines were also provided more support at the base, and supported further by the addition of both iron and wood beams running transversely across the hull, which had the added benefit of reducing engine vibration.<ref name=fletcher226-227/>
 
The cumbersome chain-drive gearing was removed, and replaced with a simpler and by now proven cog-wheel arrangement, although the gearing of the engines to the propeller shaft remained at a ratio of one to three. The three large boilers were also replaced, with six smaller ones, operating at {{convert|10|psi|abbr=on}} or twice the pressure of their predecessors. Along with a new {{convert|300|ft|m|abbr=on}} cabin on the main deck, the smaller boilers allowed the ship's cargo capacity to be almost doubled, from 1,200 to 2,200 tons.<ref name=fletcher226-227/>
[[ File:SS Great Britain with four masts 1853.jpg | thumb | ''Great Britain'' in 1853, after her refit to four masts ]]
The four-bladed propeller was replaced by a slightly smaller, three-bladed model, and the bilge keels, previously added to reduce the ship's tendency to roll, were removed and substituted by the addition of a heavy external oak keel, intended to serve the same purpose. Finally, the five-masted schooner sail plan was dispensed with, and replaced by four masts, two of which were square-rigged.<ref name=fletcher226-227/>
 
With the refit complete, ''Great Britain'' went back into service on the New York run, but after only one further round trip across the Atlantic, the ship was sold again, to Antony Gibbs & Sons, who planned to place her into England-Australia service.<ref name=fletcher226-227/>
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===בשירות אוסטרליה===
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Antony Gibbs & Sons may only have intended to employ ''Great Britain'' to exploit a temporary demand for passenger service to the Australian gold fields following [[Victorian gold rush|the discovery of gold in Australia in 1851]],<ref name=fletcher227>Fletcher, p. 227.</ref> but the ship was to find long-term employment on this route. For her new role, ''Great Britain'' was given a third refit. Her passenger accommodations were increased from 360 to 730, and her sail plan altered again, to a traditional three-masted, square-rigged pattern. She was also fitted with a removable propeller, which could be hauled up onto deck by means of chains in order to reduce drag when the vessel was operating under sail power alone.
 
In 1852, ''Great Britain'' made her first voyage to [[Melbourne]], Australia, carrying 630 [[Emigration|emigrants]]. She excited great interest there, with 4,000 people paying a shilling each to inspect her. She would continue to operate on the England&ndash;Australia route for almost thirty years, interrupted only by two relatively brief sojourns as a [[troopship]]&mdash;first during the [[Crimean War]] and later during the [[Indian Mutiny]]. Gradually, she came to earn a reputation for herself as the most reliable of the emigrant ships to Australia.
 
An 1862 source preserves some statistics of a typical trip during this period. The ship put out from [[Liverpool]] on 21 October 1861, carrying a crew of 143, 544 passengers (including the first English [[history of cricket|cricket]] team ever to visit Australia), a cow, 36 sheep, 140 pigs, 96 goats and a total of 1114 chickens, ducks, geese and turkeys. The journey to Melbourne (her ninth) occupied 64 days, during which the best day's run was 354 miles and the worst 108. With favourable winds the ship travelled under sail alone, the screw being withdrawn from the water. Three passengers died en route. The captain was John Gray, a Scot, who had held the post since before the Crimean War.<ref name=reid>Reid.</ref>
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===היסטוריה מאוחרת===
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In 1882, ''Great Britain'' was converted into a [[sailing ship]] to transport bulk [[coal]] but, after a fire on board in 1886, she was found on arrival at [[Port Stanley]] in the [[Falkland Islands]] to be damaged beyond repair. She was sold to the [[Falkland Islands Company]] and used, afloat, as a storage [[hulk (ship)|hulk]] (coal bunker) until 1937, when she was towed to [[Sparrow Cove]], 3.5 miles from Port Stanley, scuttled and abandoned. In her role as coal bunker, she served to refuel the South Atlantic fleet that defeated Admiral [[Graf Maximilian von Spee]]'s fleet, in the [[First World War]] [[Battle of the Falkland Islands]]. In the [[Second World War]], some of her iron was scavenged to repair [[HMS Exeter (68)|HMS ''Exeter'']], one of the [[Royal Navy]] ships that fought the [[German pocket battleship Admiral Graf Spee|''Graf Spee'']] and was badly damaged, in the [[Battle of the River Plate]].
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==שחזור==
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{{Bristol mapbox
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The salvage operation, made possible by several large donations, including one from [[Jack Hayward|Sir Jack Hayward]], and the late [[Paul Getty|Sir Paul Getty]], was organised by 'the SS ''Great Britain'' Project', a group chaired by Richard Goold-Adams. Ewan Corlett conducted a naval architect's survey on the ship, reporting that in his opinion the ship could be refloated. A submersible [[Pontoon (boat)|pontoon]], ''Mulus III'', was chartered in February 1970. A German tug, ''Varius II'', was chartered, reaching Port Stanley on March 25. By April 13, after some concern about a crack in the hull, the ship was mounted successfully on the pontoon and the following day the tug, pontoon and the SS ''Great Britain'' sailed to Port Stanley harbour for preparations for the transatlantic voyage. The voyage (code name "Voyage 47") began on April 24, stopped in [[Montevideo]] from May 2 to May 6 for inspection, then across the Atlantic, arriving at [[Barry Docks]], west of [[Cardiff]] on June 22. ("Voyage 47" was chosen as the code name because it was on her 47th voyage from Penarth, in 1886, during a tempest that SS ''Great Britain'' had sought for shelter in the Falklands.<ref>{{Citation | title = Successfully salvaged | page = 42| publisher = Bristol Evening Post | location = United Kingdom | date = 1 March 2005}}</ref>) Bristol-based tugs then took over and towed the ship, still on its pontoon, to [[Avonmouth Docks]].
 
The ship was then taken off the pontoon, in preparation for her re-entry into Bristol, now truly afloat. On Saturday 5 July, amidst considerable media interest, the ship was towed up the [[River Avon, Bristol|River Avon]] to Bristol.<ref>{{cite book|last=Anon|title=SS ''Great Britain''|publisher=The Greywell Press|location=Farnborough|date=1986|accessdate=January 24, 2009}}</ref> Perhaps the most memorable moment for the crowds that lined the final few miles was her passage under the [[Clifton Suspension Bridge]], another Brunel design. She then waited a further two weeks in the [[Cumberland Basin (Bristol)|Cumberland Basin]], until a high enough tide occurred that would get her back through the locks to Bristol's Floating Harbour, back to her birthplace, the dry dock in the Great Western Dockyard in which she had been built (now a grade II* [[listed building]], it had been disused since bomb damage during [[World War II]].<ref>{{cite web | title=Great Western Dry Dock | work=Images of England | url=http://www.imagesofengland.org.uk/details/default.aspx?id=379599 | accessdate=2006-08-20}}</ref>).
[[ File:SS Great Britain showing air seal for hull.jpg |ממוזער | left | The air seal around ''Great Britain''{{'}}s hull. ]]
The original intent was to restore her to her 1843 state. However, the philosophy of the project changed in recent years and the conservation of all surviving pre-1970 material became the aim.
 
By 1998, an extensive survey discovered that the hull was continuing to corrode in the [[humid]] atmosphere of the dock and estimates gave her 20 years before she corroded away.<ref>{{Cite web|url=http://www.eura.co.uk/gallery/thumbnails.php?album=27|title=SS Great Britain|Eura Conservation Ltd|accessdate=2008-12-31}}</ref>
Extensive conservation work began which culminated in the installation of a glass plate across the dry dock at the level of her water line, with two [[dehumidifiers]], keeping the space beneath at 22% relative humidity, sufficiently dry to preserve the surviving material of the hull.<ref>{{cite news | url = http://news.bbc.co.uk/1/hi/england/bristol/4183343.stm | title = Ship's restoration work goes on | publisher = [[BBC News]] | date = 18 January 2005}}</ref><ref>{{cite web|url=http://www.ssgreatbritain.org/ArticlesandResearch.aspx|title=Articles and Research|work=SS Great Britain Trust|accessdate=2009-01-07}}</ref>
This was completed, the ship was "re-launched" in July 2005, and visitor access to the dry dock was restored.
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===עיטורים===
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The engineers Fenton Holloway won the [[IStructE Awards|IStructE Award]] for Heritage Buildings in 2006 for the restoration of the SS ''Great Britain''. In May of that year the ship won the prestigious [[Gulbenkian Prize]] for museums and galleries, the chairman of the judging panel Professor [[Robert Winston]] commented,<blockquote>
''SS ''Great Britain'' got our unanimous vote for being outstanding at every level. It combines a truly groundbreaking piece of conservation, remarkable engineering and fascinating social history plus a visually stunning ship above and below the water line. Most importantly, the SS ''Great Britain'' is accessible and highly engaging for people of all ages.''<ref>{{Cite web|url=http://www.thegulbenkianprize.org.uk/press/prwinner2006.htm|title=Brunel’s SS ''Great Britain'' wins Gulbenkian Prize|work=Gulbenkian Prize for museums and galleries|accessdate=2009-01-07}}</ref></blockquote>
 
The project won the The Crown Estate Conservation Award in 2007.<ref>{{cite web|url=http://www.architecture.com/NewsAndPress/News/AwardsNews/Press/2007/SS%20Great%20Britain%20wins%20The%20Crown%20Estate%20C.aspx|title=
SS ''Great Britain'' wins The Crown Estate Conservation Award|work=RIBA|accessdate=2008-12-31}}</ref> and the European Museum of the Year Award’s Micheletti Prize for 'Best Industrial or Technology Museum'.<ref>{{cite web|url=http://www.europeanmuseumforum.eu/micheletti_prize.asp|title=The Micheletti Award|work=European Museums Forum|accessdate=2009-01-07}}</ref> In 2008 the educational value of the project was honoured by the Sandford Award for Heritage Education.<ref>{{cite web|url=http://www.heritageeducationtrust.org.uk/het_ssi/winners.shtml|title=Holders of The Sandford Award for Heritage Education|work=Heritage Education Trust|accessdate=2009-01-07}}</ref>
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==בספרות==
בספרו של [[סטפן בקסטר]], "[[טבעת (ספר)|טבעת]]", שרדה בריטניה הגדולה את תהפוכות ההיסטוריה, והיא מוצבת על גבי [[ספינת דורות|ספינת הדורות]] הצפונית הגדולה לאורך מסעה בחלל.
 
==ממדים==
*אורך: 98.15 מ' (322 רגל)
*רוחב: 15.39 מ' (50.5 רגל)
*גובה (מהסיפון הראשי ועד השידרית): 9.91 מ' (32.5 רגל)
*משקל (ריק): 1,961 טון
*הדחק: 3,066 טון
 
'''מנוע'''
*הספק: 1,000 [[כוח סוס|כוחות סוס]]
*משקל: 340 טון
*תצורה: 4 צילינדרים בעלי קוטר של 220 ס"מ (88 אינץ') פעימה של 180 ס"מ (72 אינץ') כ"א, "V" הפוך
*נפח מנוע: 6,840 ליטר
*סיבובים בדקה (מרבי): 20
*[[גל ארכובה]]: אורך 5.18 מ' (17 רגל), קוטר 71 ס"מ (28 אינץ')
 
'''מדחף'''
*קוטר: 4.76 מ' (15.5 רגל)
*משקל: 3,912 ק"ג
*סיבובים בדקה (מרבי): 55
 
'''נתונים נוספים'''
*תכולת דלק: 1,100 טון פחם
*תכולת מים: 200 טון
*תכולת מטען: 1,200 טון
*עלות הבניה: £117,295
 
==ראו גם==
*[[נס לבן]]
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* [[SS Great Eastern|SS ''Great Eastern'']]
* [[SS Great Western|SS ''Great Western'']]
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==הערות שוליים==
אוחזר מתוך "https://he.wikipedia.org/wiki/גרייט_בריטיין_(אונייה)"