History of the Atlantic Cable & Submarine Telegraphy (original) (raw)

Introduction: In the summer of 1865, seven years after the failure of the 1858 cable, another attempt was made by the Atlantic Telegraph Company to lay a submarine cable between Ireland and Newfoundland. Brunel’s revolutionary ship Great Eastern had just been converted to a cable layer, and was chartered to the Telegraph Construction & Maintenance Company (Telcon), which would make and lay the cable for the ATC.

On 2 August 1865, after 1,200 miles of the cable had been laid from Valentia in Ireland, disaster struck when the cable broke and sank 2½ miles into the ocean. Several unsuccessful attempts were made to retrieve the lost cable over the next two weeks, and Great Eastern eventually abandoned the expedition and returned to England, mooring at Sheerness in the Thames Estuary on 22 August.

At this time, while still on board Great Eastern, Samuel Canning, Chief Engineeer of the expedition, wrote a detailed 17-page report to the Directors of the Telegraph Construction & Maintenance Company (Telcon).

From the format of the report and the size and type of paper used, it seems quite likely that it was printed on board Great Eastern while the ship was at Sheerness.

The only known copy of this report is in the Henry Clifford archive at the Caird Library of the National Maritime Museum in Greenwich, and its full text is transcribed below.

Editor’s Notes:
Canning’s text is reproduced verbatim, with punctuation, spelling, and capitalization retained from the original document.
Page numbers here identify each sheet in the document.
Strikethroughs and words in brackets indicate penciled ~~deletions~~ and [additions] to the printed text.
The logs, charts, and diagrams mentioned in the text do not accompany this copy of the report.

The text of the report is followed by a reference section containing technical notes from Stewart Ash; contemporary newspaper stories on the loss of the 1865 cable and its recovery in 1866; and links to related material on the Atlantic Cable website.

Sheerness.
August 22 1865.

Gentlemen

It is with the greatest regret, I have to report to you the return of the “Great Eastern” to this Port, without completing the objects of this expedition - I need not say, how deeply I -- and all associated with me in this undertaking -- have felt the great disappointment in being obliged to return without accomplishing the great work intrusted to us -- but I hope that when you have carefully considered all the facts which I shall lay before you - you will agree with me in believing that the success of the present Atlantic Cable is only deferred for a time and not consider the cable layed as wholly lost.

I therefore purpose giving a summary of the log of proceedings shewing the chief features of the operations during the laying of the Cable and of the several attempts made to recover the broken end the details of which will be found in the accompanying Logs and Charts

To the Directors of
The Telegraph Construction &
Maintenance Company
54 Old Broad Street
City

The Great Eastern left the Nore on the 15 July for Valentia and on the 17th fell in with the Caroline with the Shore Cable on board of the Lizard -- A Hawser was immediately passed to the Caroline and she was taken in tow by the Great Eastern -- and arrived off Valentia on the morning of the 19th.

The Caroline went into Valentia Harbour and the Great Eastern steamed to Bearhaven for Anchorage. I left the Great Eastern off Valentia with some Cablemen for the purpose of laying the Shore end.

During the remainder of the day of the 19th & up to the evening of the 20th preparations were being made, for laying the Shore and Earth Cables and coaling the Caroline from the “Hawk"

On the evening of the 20th the Caroline steamed round from Valentia to Port Magee accompanied by H.M.S. Advice and on the morning. of the 21st the Earth Cable was landed and payed out 2 Miles to Sea after which the Caroline returned to her anchorage in Port Magee and preparations made for landing the shore end with Boats.

At daylight of the 22nd the Caroline dropped anchor in Falhommerum Bay about 100 fms from the Beach and the Shore end was safely landed and carried up the Cliff to the Testing House and at 3pm the Caroline weighed anchor and commenced laying the shore end, being towed and the course steered by the Hawk

The 27 miles of Shore Cable was layed and buoyed by 12 pm ready for the splice on the following morning. The Great Eastern having been ordered up from Bearhaven the Caroline remaining by the Buoy for the night and the "Hawk" returning for the Great Easterns boat and men.

The Great Eastern left Bearhaven at one oclock the morning of the 23rd for the buoy in order to pass the end of the main Cable to the Caroline to be spliced to the Shore Cable and this was completed and lowered away at 6.8 pm Greenwich time and we proceeded to pay out from the After Tank at a speed of from 5 to 5¾ Miles per hour the brakes being simply in action, but not sufficiently so to indicate
any strain upon the dynam[omete]r the lowest graduation on which is 10 cwt until 3.26 the following morning the 24th when Mr. de Sauty reported that something was wrong in the Cable and at 3.55 a fault developed itself – I eased & stopped the Engines, got all ready for picking up and after allowing time for reliable tests the end of the Cable was passed forward having payed out 84.7 Miles from Valentia.

At 11.30 am Commenced picking up towards Ireland the tests shewing the fault to be a variable one ranging from 10 to 40 miles distant, the depth of water being 480 fathoms. We picked up slowly in consequence of being short of steam from the Capstan Boiler which was placed in the lower deck where there

was not sufficient draught for a Boiler of that description. At 3.45 pm we got the Portable Engine and Boiler placed forward as an auxilary and with this commenced picking up using both Paddles & Screw Engines to keep [to keep] the Ship in position, until 9.30 the morning of the 25th where the fault a short piece of steel wire sticking out into the cable board - having picked up 10¼ miles.

The weather during the operation was changeable and at times we had a fresh wind with a long swell - The end was spliced to the After Coil the bight slipped and all ready at 2.50 pm, but owing to some irregularity at Valentia we had to stop until 5.15 pm before we could resume the paying out.

Wednesday July 26th. At noon Ships time we were 180 Miles from Valentia in Lat 51.18.42 N Long 15.10 W having payed out 191.96 Miles of Cable at a speed of from 4½ to 6½ miles pr hour the slack payed out averaging 6.64 per cent with no strain indicated and a strong Westerly wind and swell the depth of water having increased to 1750 fathoms

The Machinery and everything connected with the Paying out working most satisfactorily

Thursday July 27th At noon we were 320.8 Miles from Valentia in Lat 52.34.30 N Long 19.0.30 W with 357.55 Miles of Cable payed out at a speed of from 5½ to 6¾ Miles per hour the slack being 11.45 pr cent the highest strain indicated being 14 cwt an average strain of 11 cwt with a fresh Westerly Breeze and a heavy swell the depth of water being 2100 fms.

Friday, July 28th. At noon ships time we were 476.4 miles from Valentia in Lat 52.45 N Long 23.15.45 W with 531.57 miles of Cable payed out at a speed of from 6 to 6½ miles per hour the slack being 11.16 pr cent with an average strain of 11 cwt a continued strong westerly wind & swell the depth of water 1950 fms

Saturday July 29th. At noon ships time we were 636.4 Miles from Valentia in lat 52.38.30 N Long 27.40 W with 707.86 Miles of Cable payed out at a speed of from 6 to 6¾ Miles per hour, the slack being 11.15 p cent with an average strain of 11 cwt and a fresh NW breeze and swell the depth of water being about 2150 fathoms. At 3.26 pm 640 Miles from Valentia another fault was reported by Mr W Smith the ship was immediately stopped and the Cable passed to the bows at 5.25 pm, when a total of 719.51 Miles had been payed out the depth of water being 2050 fathoms and the tests showing the fault to be about 2½ Miles distant.

We could [necessarily] pick up but slowly in this depth ~~being~~ & were still short of steam altho. the Portable Boiler was connected to the Capstan Boiler and a steam jet carried from the deck whip Engine to the funnel of the same to increase the draught

At 11.15 pm after recovering 2.27 miles of Cable the fault was cut out shewing that it was inboard and in the Tank when first discovered - At 7 am on the 30th we had sufficient Cable hauled in to veer away if necessary and make the splice

In letting go the bight at 6.25 am it was damaged on the shaft of the overhanging drum and had to be respliced and the bight was finally let go at 9.57 am and paying out resumed. On examining the fault which is labelled No 2 a piece of steel wire was found passing thro

the Cable at right Angles to and in contact with the conductor but only visible after the outer strands had been removed.

From a strict and searching examination it was almost unanimously agreed that this fault must have been done maliciously. I at once reduced the number of men in the Tank, and so as to have extra supervision the Gentlemen accompanying the Expedition Volunteered to keep a constant watch in the Tanks during the remainder of the paying out.

Sunday July 30th at noon ships time we were 659.6 Miles from Valentia in Lat 52.30.30 N Long 28.17 W with 745 Miles of Cable payed out at about 7 miles per hour - an indicated strain of 11 cwt and a light NNW wind the depth of water being 2100 fathoms.

At 5.50 am. on the 31st we had payed out the whole of the Cable in the after tank and the change was made to the Fore Tank and we continued paying out at a speed ranging from 6½ to 8 Knots and 13.6 per cent of slack with but a very little strain upon the Cable over depths varying from 1600 fathoms to 2250 fathoms until 8.5 am Aug 2nd when a third fault in was reported by Mr Sanders

The Ship was immediately stopped and the Cable passed forward at 9.57 am when 1213.079 Miles had been payed out over a distance of 1063.4 miles the depth. of water being 1950 fathoms

The amount of slack for the total length Payed out being 14 per cent.

The fault was first noticed at the 8 oclock test and we had every reason to think that it was now within 6 Miles of the Ship

We commenced picking up at 10am and having recovered 2.04 miles at 2.5pm - Whilst waiting for steam and water the wind shifted suddenly from NW to SW and in endeavouring to keep the ship head to wind she drove over the cable causing it to get under her forefoot & foul of the Hawse pipes at the Stern on the Port bow - The Engines were reversed and every endeavour made to get the ships head round but without success – As the Cable was being chafed a stopper was thenbent on and line veered away until the Cable was clear of the Hawse pipe & stern when it lead away broad on the starboard bow. We were hauling in a few revolutions to get on board the places chafed round the stern when the Cable suddenly parted about 25 feet inboard of the Bow sheave and although every exertion was made to hold on and save it, it slipped through all the stoppers and was unfortunately lost in Lat 51.25 N. Long 39.1 W

After a consultation with Mr Gooch. Capt Anderson and Mr Clifford I had the ship steamed back 10 to 12 Miles and to the Southward of the line of Cable for of the purpose of grappling to the Eastward of the fault and at 5.45 pm let go α grapnel with 2500 fms of the line which was intended for Buoy rope

Positions of the Great Eastern when trying to recover the
end of the Atlantic Telegraph Cable August 2nd to 11th, 1865.
(from Russell: The Atlantic Telegraph)

The ship drove steadily to the North East all night and at 6 am August 3rd we hooked the Cable and commenced hauling up the grapnel line at the place marked in the chart about 10 miles from the end, the strain indicated on the dynamometer being from 50 to 60 cwt. At 8.12 am the main spur wheel and pinion of the machine broke having been much jarred and strained in paying out the grapnel lines at high Velocity. The Cable [Grapnel Line] was then carried to the steam Capstan and hove in by it until 2.50 pm when the head of a swivel pin broke under the waters edge, having got in 1100 fathoms thus losing 1400 fathoms of line grapnels &c. The depth of water was about 2100 fathoms so that the bight of the Cable had lifted about 700 fathoms off the ground.

I then prepared lines for grappling again steaming first about 12 miles to the Westward as we had drifted too far East on the line of Cable and let go the grapnel 6 miles East of the end by dead reckoning having no observation for position owing to foggy and hazy weather but the wind shifted to the W and WNW and the ship would not drive across the line of Cable and we were consequently compelled to heave up the line and wait for a change of wind.

Augst 4th We took a sounding and got bottom at 2200 fathoms but the thick haze and the same Westerly wind prevented grappling. At 10pm having constructed a raft of timber to assist in giving a Mark Buoy more buoyancy it was let go 12 miles from the end Lat 51.° 28'N Long 38.42.30 W as marked in the Chart with 340 fathoms of hemp & steel rope and 2.1 Miles of recovered Cable too much crippled to use again. During the night we had a strong Westerly wind and swell with dense fog.

Augst 5 Saturday The fog continued the sun being too obscured to determine the position. The buoy was sighted in the afternoon but the Westerly wind again prevented the grappling and the same wind a weather continued until the morning of the 7th when with a light Northerly wind at 1.47 pm we let go the grapnel and drove as marked in the chart having determined to grapple nearer the end, as the strain was too heavy for the ropes and swivels in lifting the bight to the Eastward

The cable was hooked at 10.30 pm and in heaving up, the intermediate spur wheel of the machine broke and we had to lift the cable very slowly by the steam Capstan. We continued at this all night the strain

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gradually increasing from 50 to 80 cwt until 10.5 am on the 8th when after picking up 1000 fathoms of the line, the head of a swivel pin broke on the Capstan and the end of the line rendered through the stoppers and went overboard losing 1500 fathoms of live grapnels &c with the bight of the Cable- The depth of water being 1950 fathoms the cable was lifted 450 fathoms off the ground

At 11 am the second Mark Buoy was let go 3½ miles from the end Lat 51.25.30 N 38.56 W as marked in the Chart. The wind freshened after this and it blew a fresh gale with a heavy sea all night so that we were not able to resume grappling until Thursday August 10th during which time we altered and blocked up the steam Capstan into a drum of 4ft 8in diam. that would haul up the lines at nearly twice the former speed

Having now not quite 200 fathoms Manilla & steam line left I determined upon a further attempt for recovering the end by making up the necessary length of line with the Manilla ropes from the ships stores.

August 10th Thursday- With a northerly wind the grapnel was let go at 10.28 am to the Northward of the line of cable and the ship drove as shown in the chart until 6.50 pm. when.

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observations shewing the ship to be over the line of Cable hauled up and recovered all the line and grapnel at 7.58 am Augst 11th and found the chain had fouled one of the flukes of the grapnel and prevented it hooking

About 450 fathoms of the line had been at the bottom and with the grapnel was covered with very soft ooze the strain on the dynamometer being from 55 to 60 cwt when lifting from the ground

The grapnel was let go again at 1.50pm the same day the 11th with a southerly wind so as to drive within one to two miles of the broken end as shewn in the chart and the cable was hooked at 6 30pm and after hauling in over 750 fathoms of line the strain gradually increasing from 55 cwt to 95 cwt a 5½ inch hemp rope parted inboard and we lost 1700 fathoms of line having lifted the cable about 300 fathoms off the ground.

After this the wind freshened and it blew strong from the SW all night.

Having now exhausted all our means of grappling after consulting Mr Gooch and Capt Anderson I determined to return to Sheerness in accordance with your instructions

12.

Having thus given a summary of the Log I further offer for your information a few observations upon the principal operations of the Expedition – The first fault occured at 3.15 am July 24th and was reported by Mr. de Sauty to Mr. Clifford at 8.20 am when 46.92 N Miles of Cable had been payed out from the After Tank – This fault from its nature was difficult to localize and it was not until 9.50 that the Cable was cut at the stern and brought in over the bow sheave having payed out 10.83 Miles since 3.15 am.

The Cable picked up to the fault was 10.25 miles shewing that the fault was inboard at the time it was first discovered in the Testing room a reference to the annexed diagram A will shew the position of the fault on the coil at the time.

The particulars of the tests for this and the other faults you will find in Mr. de Sautys report

No. 2 fault was discovered at 2.5½ pm. Greenwich time and reported by Mr W. Smith. at 3.8 when 688.93 Miles of Cable had been payed out excluding shore cable.

This was a very bad fault indeed giving dead Earth and Mr. de Sauty reported it close to the ship. The Cable payed out when cut at the stern and brought in

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at the Bow, was 692.51 Miles giving 3.58 miles payed out since 3.5½ pm –

The length of Cable picked up to Fault being 2.25 Miles shewed the fault to be inboard when first seen- Its position on the coil will be found with reference to Diagram B

No. 3 fault was first noticed at the 8 am test August 2nd and reported by Mr Saunders at 8.5 am, Cable payed out at time of fault being first noticed 1184.17 Miles and when Cable was cut from stern and brought in over bow sheave 1186.079 Miles exclusive of Shore Cable - This fault being in character similar to the first was difficult to localize but of so serious a discription that Mr. de Sauty reported it might break down at any time and strongly advised its being cut out. It was hoped that the fault was not more than 6 miles from the place where the cable was cut at the stern and might have been considerably within that distance as at 7.30 am by the insulation test the Cable was perfect and during the half hour to 8 am 4.07 Miles of Cable were payed out and a further length of 1.909 Miles were payed out when the Cable was cut and passed forward - There was therefore every

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reason for believing, that it was within the distance of 6 Miles from the ship, the diagram marked C, will shew the place on the Coil which was being payed out at the time, also the marks of the previous four Miles-

The tests for insulation during the paying out have been taken at the half hours it was thus that No. 3 fault may have occurred sometime previous to its actual discovery in the testing room – In future it is intended to alter this system, so that as little time as possible may be allowed to Elapse, between the insulation tests taken on board the Ship

It was during the operation of recovering this fault that we had the sad misfortune of breaking the Cable, but having recovered fault No. 2 in rather deeper water I had every hope of accomplishing this as successfully –

The cause of these faults has been to one a matter of serious consideration, and I cannot even yet satisfy myself as to how they originated - On Examination of the Faults Nos. 1 & 2 sent herewith you will perceive the Core has been penetrated to the Conductor by Pieces of steel wire which could only got there by accident or design-

By Accident – A broken wire must by some means have penetrated to some extent previously, and then have been further forced in by treading on it - Or a broken wire in the running bight of the Cable on the flake immediately proceeding might have partially forced itself into the lower flake

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broken off and then again further forced in by treading upon it. Similar broken wires have been found on the coils sticking out and reduced towards a point by oxidisation.

By design - on reference to diagrams A&B you will notice that the faults were half a mile & a mile respectively on the coil from the running off part of the cable in the Tank and behind the man attending to it when first noticed in the Electrical room and could have been done with intent and that further the whole of the three faults occurred whilst the Port watch was in the Hold

To reduce to a minimum the risk of accidents from broken wires whilst retaining the necessary strength for recovery in the deepest water I would suggest the adoption of a strand of 3 or more wires in place of the present solid wires all the joints of such strands being spliced and lapped instead of having soldered scarfed joints this would not alter the actual form of the present Cable which is in every other respect so admirably adapted for a deep sea Cable. The only other way is by adopting a form of Cable without any external wires but as little or no experience has yet been obtained as to the practicability of submerging & working

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a cable of this discription in deep water. I am inclined to recommend the adoption of a strand Cable before alluded to the principle of which has been proved to be suitable for deep sea purposes.

The form of Cable was all that could be desired for deep water- it layed quietly on the Coil had not the slightest tendancy to kink and was of the proper specific gravity. This was especially shewn when passing down the incline into the deep water about 180 Miles from Valentia and in the morning of the 26th of July when there was not a strain of 10 cwt upon the Dynamometer. Its strength has been proved in recovering it at a depth of 2200 fathoms and lifting the bight 700 fms from the bottom without breaking and in passing it three times from the stern to the Bow of the ship

The paying out machine worked admirably there being no heated bearings or cause for stopping or repairing any part of it during the whole time of paying out but on board the Great Eastern in future it will be necessary to have Hauling in Machinery connected with it which would obviate the risk of passing the Cable from the stern to the Bow when recovering short distances.

The hauling in Machinery worked well whilst recovering the several faults but the progress

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made was necessarily slow and [not] continuous from the deficiency of steam in the Capstan Boiler, which being placed under the Cable deck had not sufficient draught to enable it to generate steam quickly but in recovering the grappling line on the 2nd of August, the spur wheels were much [shaken] and strained by the backlash at such a velocity that on the following morning in hauling in, the spur wheel and pinion suddenly broke, These were replaced by duplicate gear, an intermediate wheel of which was afterwards broken from the same Cause –

I would also mention that in recovering Cables on the bight in very deep water, a steady and very slow speed is absolutely necessary and the Engine Power employed with the Machinery was more than sufficient to have broken the Cable, but for the future I should recommend more stronger gear for grappling

The [steel] and hemp rope provided for buoying in deep water stood the strain put upon it in lifting the bights of the Cable without breaking, although some it was lowered away and hauled in three times from considerable depths, and is a most effecient and reliable form of rope for grappling –

The swivels which broke on two occasions when lifting the Cable were of 7/8th Iron and made. by Mess. Brown Lenox & Co. specially for the Buoy Rope and before being used showed no signs of defect the Iron being of good quality but the swivels proved faulty in construction
(over)

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To shew most distinctly that the Cable has been hooked by the grapnels and lifted from the bottom of the Ocean at a depth of 2000 fms the strain indicated on the dynamometer when hauling up the grapnel on the 3rd occasion and when it was foul of the chain attached to it was only 55 cwt but on the other occasions it reached as high as 95 cwt

The Great Eastern has proved to be admirable adapted for laying long Submarine Cables in deep water - her particular steadiness at Sea freedom from pitching and being well under control makes her particularly suited for such work but on other occasions it would be better if an arrangement were made for disconnecting her paddles more easily - also for putting a guard round the screw

The Tanks and the shoring under them have proved to be sufficiently strong for the weight put upon them requiring no alteration whatever and the ship has shewn no signs of straining with her immence load and from her stability at sea proves that the weights have been judiciously placed in her

Since the Cable parted on August 2nd I have earnestly considered whether I should have been

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justified in continuing laying the Cable leaving the fault in it but after again considering with Mr de Sauty Mr Clifford & Mr Saunders I am more fully convinced than ever that I should have been erring in so doing as I could not hope with so serious a fault existing of obtaining a certificate that the Cable had been layed in an efficient Electrical condition according to the terms of the contract besides the [minority] of the Cable now on Board the Great Eastern would in such case have been nearly all lost

In conclusion I would observe that with the undeniable fact that at a depth of about 2000 fathoms the Cable has been three times grappled and raised in one instance a third of the distance from the bottom without breaking

The perfect accuracy with which the Ship has been placed over the cable by Capt Anderson & Capt Moriarty shews most plainly and distinctly the extreme correctness and reliability of the navigation and the certainty of getting the ship over the line of Cable when desired the readiness with which we can tell by the dynamometer when the cable is hooked at the great depth convinces me that with the Great Eastern and more powerfull recovering Machinery

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the cable can be raised from where it now lies and be successfully completed

The pleasing duty now remains for me to call your attention to the Zeal energy and unwearying efforts of all engaged in the endeavour to bring this great work to a successfull termination but without being too invidious and specifying some where all have worked so hard and well during the whole of this trying Voyage. I must say that especial credit is due to Mr Clifford Capt Anderson Mr. de Sauty Capt Moriarty Mr. Temple and Mr.e Saunders for their unceasing labours and strenuous desire to assist me in carrying out this undertaking. Mr. Varley & Professor Thompson were always ready to assist me with their counsel in cases of difficulty –

I am also indebted to Mr. Gooch for his valuable kind & ready counsel in all questions of great moment

The remaining members of my staff and the whole of the men engaged in laying the cable worked most heartily zealously and willingly to accomplish the object of the expedition. Mr. Halpin Chief officer & Mr. Beckwith Chief Engineer with all the Officers

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and Men in their respective departments rendered most cheerfully, all the assistance in their power

We have now left on board 1070 miles of Cable and about 9 miles of Recovered Cable.

Having now laid before you all the facts and information connected with this Voyage I can only say further, that I do most earnestly trust that the Cable now layed - which was up to the time of the last fault - so perfect in itself may yet be brought to a successful issue –

This report has been hurriedly prepared so that the board may be placed in possession of the facts of the Voyage immediately on our arrival

I remain Gentlemen
Your Obdt Svt.

signed S. Canning

In 1866 Scientific American reported on a series of meetings held that year in England on the formation of a new company to lay the Atlantic cable:

The Anglo-American Telegraph Company has been established for the purpose of executing, in the course of the present year, the enterprise of laying a submarine cable between Ireland and Newfoundland; so as to connect telegraphically the Old World and the New, and to raise the cable partially laid last year in order to complete a second line to America.

Further extracts from the article, below, give additional information on the loss of the 1865 cable, and the plans to retrieve it.

From: Scientific American, New Series, Volume 14, Issue 16, Apr 14, 1866,
published by Scientific American, Inc., New York.

PROSPECT OF RAISING THE OLD CABLE.

Mr. Gill said they had a great deal of this property at the present moment at the bottom of the Atlantic, and he would like to hear from Mr. Canning whether, if it was in a proper conducting electrical state, it could be used hereafter for a cable.

Mr. Canning would refer Mr. Gill to Mr. Varley. He could only say that from the tests they had read, the cable was in the same condition it was in when it was made.

Mr. Varley said since the cable was submerged it had been continually tested from Valentia, and it showed no change whatever. It insulated about four times as well as when it left the Medway in the Great Eastern.

Mr. Pickering asked if Mr. Canning would tell them if there was any chance of getting hold of the cable again

Mr. Canning replied that he believed they would certainly get the cable again. When they unfortunately lost the end on the 22d August last, they all naturally thought it had gone from them for ever. They were not, however, to be beaten by such a thought as that; and although they bad not appliances at the time sufficient for grappling and bringing to the bight of the cable from a depth of 2,000 fathoms, they had sufficient buoy rope to buoy it up, and it obliged to leave the buoys from stress of weather they could find these again. After a consultation upon grappling for it, they had no difficulty in finding the cable, and in hooking. In their very first attempt they met with the greatest success; and although they had at first great doubts about ever knowing when they hooked the cable, from the weight of the Great Eastern, the great depth of water, and their cable only bearing the weight of seven tans, they thought they should not have the knowledge indicated on board when the cable was hooked. To their great surprise, when they came to the cable, the Great Eastern began to swing round to it, and there was no doubt they had hooked some thing at the bottom. (Hear, hear). They commenced lifting seven hundred fathoms from the bottom, when the swivel parted with it. Now, it was an indicated fact that they lifted the cable seven hundred fathoms from the bottom of the Atlantic; and he said if they could lift it through a space of seven hundred fathoms there was no doubt whatever that with stronger ropes and power of machinery for lifting they could get the cable of 1865 again, and put it in good working order during the ensuing summer. (Hear, hear). It was only a question of strength of materials for lifting the cable. (Hear, hear). They would have three good ships for cutting grapnels and holding grapnels, so that they could buoy and lift the cable in three parts.

Mr. C. E. Rawlins, Jr,, remarked that there were certain buoys laid for marking the places where the cable was lost. Were these buoys in existence?

Mr. Canning replied that the buoys were moored quite as a temporary means, but he thought they were floating about.

Mr. C. E. Rawlins, Jr., asked if Mr. Canning was perfectly certain he could go to the place where the cable was lost.

Captain Anderson said the real object of the buoys was not so much to mark the place where the ship was at the time the cable was lost as where it was drifting. It was just as easy to find the end of the cable as it was to sail to Sandy Hook or Cape Clear. It was a matter of common nautical astronomy. (Hear, hear).

Mr. Varley said in the attempt to grapple the cable on the last occasion, they were near to the end of the cable in order to save it; but supposing any difficulty was experienced in that depth of water, they had only to run into 500 fathoms shallower water, so that it would he unnecessary to grapple two miles deep. He firmly believed that no difficulty would be experienced in getting at it from that depth, but if there should, they could run nearer to Ireland. (Hear, hear).

Mr. King - Would there be more risk in underrunning it than bringing it up?

Mr. Canning said that if they could only get the bight they would splice on a run to America. He would not think for a moment of stopping the expedition to complete the cable; he would leave another ship besides the Great Eastern, which would be with them to do that work. (Hear, hear).

THE WAY THE OLD CABLE IS TO BE RAISED.

At a meeting in Manchester on March 15th, the Chairman asked what means would be taken for the recovery of the old cable.

Mr. Canning said that after laying the cable of 1866 they would return to pick up the cable of 1865. Three ships would be used, the Great Eastern and another, which would be a chartered vessel, and a government ship fitted out with machinery for hauling up, the same as the other vessels. In lifting, the ships would be grappling at the same time, at certain intervals apart, from two to three miles. The one to the west would put the greatest strain upon the cable, while the other two ships gently lifted it to the surface. The rope employed would bear a breaking strain of twenty-nine to thirty tons; the swivels would be tested up to twenty-five tons, and the grapnels would be tested up to the same; and therefore, he thought, with this strain, they would have an ample margin of strength. If the western ship, by hauling, should part the cable, there would then be other two ships with the bight on their grapnels, and by so doing, if the western ship should part it, that would materially lessen the strain upon the middle ship and also on the one to the eastward. If the ship to the west did not break it, and they wished to make an end, they could always do that by using the cutting or jamb grapnel which would so damage the cable by the strain put on it that it would break it and make an end. They could also adopt another mode - by lifting the cable up to a certain extent, and then buoying it, going further again, so as to get up the greater length from the ground, and get more slack, for the purpose of lessening the strain upon the cable. He thought that by these modes there was no doubt that they would be successful in recovering the lost cable. Mr. Fairbairn had gone into the calculations and agreed with him in every respect.

The Chairman said he had some doubts some time ago, but Captain Anderson had so explained the principle he intended to act upon with regard to the recovery of the cable that he had no doubt, if it was done with care, so as not to throw any severe strain upon the cable, instead of having one new cable in operation they would shortly have two cables.

Mr. Canning said he thought the fact, that the directors of the Telegraph Construction and Maintenance Company had subscribed as much money as £100,000 toward this new attempt, proved the great confidence which they had in its success. Besides this, eight of these gentlemen had each subscribed £10,000 to the new company, and Mr. Cyrus Field had taken a like amount of stock in the new company.

See also:

Daniel Gooch’s Letter on the loss of the 1865 cable.

W.H. Russell’s book, with lithographs from original drawings made by Robert Dudley on the 1865 Great Eastern cable laying expedition, including attempts to recover the lost cable.

W.H. Russell’s manuscript diary of the 1865 expedition.

An 1866 article from Scientific American (below).

A letter from Sir Robert Peel to John C. Deane, later Secretary of the Anglo-American Telegraph Company, concerning the loss of the cable.

An 1884 article by James Graves on the failure of the 1865 Atlantic cable.

The story of the Recovery of the Cable in 1866.

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