View source for SS Great Britain

{{Short description|1840s British steamship, museum ship}}
{{Good article}}
{{Use dmy dates|date=March 2015}}
{{Use British English|date=February 2023}}
{|{{Infobox ship begin}}
{{Infobox ship image
|Ship image= SS Great Britain bow view.jpg
|Ship caption=SS ''Great Britain'' in [[dry dock]] at [[Bristol]] in 2005, preserved for exhibition as a museum ship
}}
{{Infobox ship career
|Hide header=
|Ship country=United Kingdom
|Ship flag={{shipboxflag|United Kingdom|civil}}
|Ship name=''Great Britain''
|Ship namesake=
|Ship owner=[[Great Western Steamship Company]]
|Ship operator=
|Ship registry= Bristol 
|Ship route=
|Ship ordered=
|Ship awarded=
|Ship designer= [[Isambard Kingdom Brunel]]
|Ship builder= [[William Patterson Shipbuilders|William Patterson]]
|Ship original cost=*Projected: £70,000
*Actual: £117,000
|Ship yard number=
|Ship way number=
|Ship laid down= July 1839
|Ship launched= 19 July 1843
|Ship sponsor=
|Ship christened=
|Ship completed= 1845
|Ship acquired=
|Ship commissioned=
|Ship recommissioned=
|Ship decommissioned=
|Ship maiden voyage= 26 July 1845
|Ship in service= 1845–1886
|Ship refit=
|Ship homeport=[[Bristol]], England

{{Coord|51.4492|-2.6084|format=dms|type:landmark_region:GB-BST|display=title,inline}}
|Ship identification=
|Ship motto=
|Ship nickname=
|Ship status=[[Museum ship]]
|Ship badge=
}}
{{Infobox ship characteristics
|Hide header=
|Header caption=
|Ship class=
|Ship type= [[Passenger ship|Passenger steamship]]
|Ship displacement=3,674&nbsp;tons load draught
|Ship tons burthen= 3,443 [[Builder's old measurement|bm]]
|Ship length={{convert|322|ft|m|abbr=on}}
|Ship beam={{convert|50|ft|6|in|2|abbr=on}} 
|Ship height=
|Ship draught= {{convert|16|ft|m|2|abbr=on}}{{sfn|Claxton|1845|p=3}}
|Ship depth=
|Ship hold depth= {{convert|32.5|ft|m|abbr=on}} 
|Ship power= 2 × twin {{convert|88|in|cm|adj=on}} [[cylinder (engine)|cylinder]], [[Bore (engine)|bore]], {{convert|6|ft|2|abbr=on}} [[stroke (engine)|stroke]], {{convert|500|hp|abbr=on}}, 18&nbsp;[[Revolutions per minute|rpm]] [[marine steam engine#Direct acting|inclined direct-acting]] [[steam engine]]s
|Ship propulsion= Single [[propeller (marine)|screw propeller]]
|Ship sail plan=*Original: Five [[schooner]]-rigged and one [[square-rig]]ged mast
*After 1853: Three square-rigged masts
|Ship speed= {{convert|10|to|11|kn}}
|Ship range=
|Ship boats=
|Ship capacity=*360 passengers, later increased to 730
*{{convert|1,200|LT|ST t}} of cargo
|Ship complement=130 officers and crew (as completed)
|Ship notes=
}}
|}

'''SS ''Great Britain''''' is a [[museum ship]] and former [[Steamship|passenger steamship]] that was advanced for her time. She was the largest passenger ship in the world from 1845 to 1853. She was designed by [[Isambard Kingdom Brunel]] (1806–1859), for the [[Great Western Steamship Company]]'s [[transatlantic crossing|transatlantic]] service between [[Bristol]] and New York City. While other ships had been built of iron or equipped with a [[Propeller (marine)|screw propeller]], ''Great Britain'' was the first to combine these features in a large [[ocean liner|ocean-going ship]]. She was the first iron steamer to cross the Atlantic Ocean, which she did in 1845, in 14 days.

The ship is {{convert|322|ft|m|abbr=on}} in length and has a 3,400-ton displacement. She was powered by two inclined two-cylinder engines of the [[marine steam engine#Direct acting|direct-acting]] type, with twin cylinders {{convert|88|in|cm|abbr=on}} [[bore (engine)|bore]], of {{convert|72|in|cm|abbr=on}} [[stroke (engine)|stroke]]. She was also provided with secondary masts for sail power. The four decks provided accommodation for a crew of 120, plus 360 passengers who were provided with cabins, and dining and promenade saloons.

When launched in 1843, ''Great Britain'' was by far the largest vessel afloat.<ref>[https://archive.org/details/bha011/page/n1/mode/2up Grahame Farr, ''The Steamship Great Britain'' (Bristol Historical Association pamphlets, no. 11, 1965), p. 1.]</ref> But her protracted construction time of six years (1839–1845) and high cost had left her owners in a difficult financial position, and they were forced out of business in 1846, having spent all their remaining funds refloating the ship after she ran aground at [[Dundrum, County Down#History|Dundrum Bay]] in [[County Down, Northern Ireland|County Down]] near [[Newcastle, Northern Ireland|Newcastle]] in what is now [[Northern Ireland]], after a [[navigation]] error. In 1852 she was sold for [[marine salvage|salvage]] and repaired. ''Great Britain'' later carried thousands of [[Immigration to Australia|emigrants to Australia]] from 1852 until being converted to all-sail in 1881. Three years later, she was retired to the [[Falkland Islands]], where she was used as a warehouse, quarantine ship and [[hulk (ship type)|coal hulk]] until she was [[scuttling|scuttled]] in 1937, 98 years after being [[keel laying|laid down]].{{sfn|Gibbs |1957|pp=41–54}}

In 1970, after ''Great Britain'' had been abandoned for 33 years, Sir [[Jack Hayward|Jack Arnold Hayward]], [[Order of the British Empire|OBE]] (1923–2015) paid for the vessel to be raised and repaired enough to be towed north through the Atlantic back to the United Kingdom, and returned to the Bristol [[dry dock]] where she had been built 127 years earlier. Hayward was a prominent businessman, developer, philanthropist and owner of the English football club [[Wolverhampton Wanderers F.C.|Wolverhampton Wanderers]]. Now listed as part of the [[National Historic Fleet]], ''Great Britain'' is a visitor attraction and museum ship in [[Bristol Harbour]], with between 150,000 and 200,000 visitors annually.

==Development==
[[File:Great Western maiden voyage.jpg|thumb|left|The {{SS|Great Western}} on her maiden voyage]]
After the initial success of its first liner, {{SS|Great Western}} of 1838, the [[Great Western Steamship Company]] collected materials for a sister ship, tentatively named ''City of New York''.{{sfn|Gibbs|1957|pp=41–54}} The same engineering team that had collaborated so successfully on ''Great Western''—[[Isambard Kingdom Brunel|Isambard Brunel]], Thomas Guppy, Christopher Claxton and [[William Patterson (engineer)|William Patterson]]—was again assembled. This time however, Brunel, whose reputation was at its height, came to assert overall control over the design of the ship—a state of affairs that would have far-reaching consequences for the company. Construction was carried out in a specially adapted [[dry dock]] in Bristol, England.<ref>{{cite web|url=http://www.brunel200.com/ss_great_britain.htm |title=SS ''Great Britain'' |work=Brunel 200 |access-date=31 December 2008 |url-status=live |archive-url=https://web.archive.org/web/20080514110144/http://www.brunel200.com/ss_great_britain.htm |archive-date=14 May 2008 }}</ref>
{{clear}}

===Adoption of iron hull===
[[File:Life of Brunel - Fig 13 - Transverse Section of the ‘Great Britain’ Steam-Ship.png|thumb|Hull section of the ''Great Britain'', showing the boiler]]
Two chance encounters were profoundly to affect the design of ''Great Britain''. In late 1838, [[John Laird (shipbuilder)|John Laird's]] {{convert|213|ft|m|adj=on}} [[English Channel]] [[packet ship]] ''Rainbow''—the largest iron-[[hull (watercraft)|hulled]] ship then in service—made a stop at Bristol. Brunel dispatched his associates Christopher Claxton and William Patterson to make a return voyage to [[Antwerp]] on ''Rainbow'' to assess the utility of the new building material. Both men returned as converts to iron-hulled technology, and Brunel scrapped his plans to build a wooden ship and persuaded the company directors to build an iron-hulled ship. ''Great Britain''{{'}}s builders recognised a number of advantages of iron over the traditional wooden hull. Wood was becoming more expensive, while iron was getting cheaper. Iron hulls were not subject to [[dry rot]] or [[woodworm]], and they were also lighter in weight and less bulky. The chief advantage of the iron hull was its much greater structural strength. The practical limit on the length of a wooden-hulled ship is about {{cvt|300|ft}}, after which [[hogging and sagging|hogging]]—the flexing of the hull as waves pass beneath it—becomes too great. Iron hulls are far less subject to hogging so the potential size of an iron-hulled ship is much greater.{{sfn|Fox|2003|p=144}} The ship's designers, led by Brunel, were initially cautious in the adaptation of their plans to iron-hulled technology. With each successive draft however, the ship grew ever larger and bolder in conception. By the fifth draft, the vessel had grown to {{cvt|3400|LT}}, over {{cvt|1000|LT}} larger than any ship then in existence.{{sfn|Fox|2003|pp=147–148}}

===Adoption of screw propulsion===
[[File:SS Archimedes by Huggins cropped.jpg|thumb|left | Artist's impression of {{SS|Archimedes||}}]]
[[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.]]
In early 1840, a second chance encounter occurred, the arrival of the revolutionary {{SS|Archimedes||}} at Bristol, the first [[propeller|screw-propelled]] steamship, completed only a few months before by [[Francis Pettit Smith]]'s Propeller Steamship Company. Brunel had been looking into methods of improving the performance of ''Great Britain''{{'}}s [[paddlewheel]]s, and took an immediate interest in the new technology. Smith, sensing a prestigious new customer for his own company, agreed to lend ''Archimedes'' to Brunel for extended tests.{{sfn|Fox|2003|p=148}} Over several months, Smith and Brunel tested a number of different propellers on ''Archimedes'' to find the most efficient design, a four-bladed model submitted by Smith.{{sfn|Fox|2003|p=148, 151}}

Having satisfied himself as to the advantages of screw propulsion, Brunel wrote to the company directors to persuade them to embark on a second major design change, abandoning the paddlewheel engines (already half-constructed) for completely new engines suitable for powering a propeller.

Brunel listed the advantages of the screw propeller over the paddlewheel as follows:

* Screw propulsion machinery was lighter in weight, thus improving fuel economy;
* Screw propulsion machinery could be kept lower in the hull, lowering the ship's centre of gravity and making it more stable in heavy seas;
* By taking up less room, propeller engines would allow more cargo to be carried;
* Elimination of bulky paddle boxes would lessen resistance through the water, and also allow the ship to manoeuvre more easily in confined waterways;
* The depth of a paddlewheel is constantly changing, depending on the ship's cargo and the movement of waves, while a propeller stays fully submerged and at full efficiency at all times;
* Screw propulsion machinery was cheaper.{{sfn|Fox|2003|p=149}}

Brunel's arguments proved persuasive, and in December 1840, the company agreed to adopt the new technology. The decision became a costly one, setting the ship's completion back by nine months.{{sfn|Fox|2003|p=149}}

Reporting on the ship's arrival in New York, in its first issue ''[[Scientific American]]'' opined, "If there is any thing objectionable in the construction or machinery of this noble ship, it is the mode of propelling her by the screw propeller; and we should not be surprised if it should be, ere long, superseded by paddle wheels at the sides."<ref>{{cite journal|url=http://www.nature.com/scientificamerican/journal/v303/n2/box/scientificamerican0810-12_BX1.html |title=165 Years Ago, Happy Birthday to Us |journal=[[Scientific American]] |access-date=14 March 2015 |volume=303 |doi=10.1038/scientificamerican0810-12 |pages=12–13 |url-status=live |archive-url=https://web.archive.org/web/20150405104323/http://www.nature.com/scientificamerican/journal/v303/n2/box/scientificamerican0810-12_BX1.html |archive-date= 5 April 2015 }}</ref>

==Launch==
[[File:Launch-of-the-SS-GB.jpg|right|thumb|A painting of the launch in 1843]]

The launching or, more accurately, the [[float-out]] took place on 19 July 1843. Conditions were generally favourable and diarists recorded that, after a dull start, the weather brightened with only a few intermittent showers. The atmosphere of the day can best be gauged from a report the following day in ''The Bristol Mirror'':

<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 | title=Royal Visit| work=The Bristol Mirror| pages=1–2| date=20 July 1843}}</ref></blockquote>

[[Albert, Prince Consort|Prince Albert]] arrived at 10 a.m. 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.<ref>{{cite news|title=The Launch of the Great Britain|url=http://www.britishnewspaperarchive.co.uk/viewer/bl/0000082/18430720/015/0004|access-date=14 March 2015|work=Morning Chronicle|date=20 July 1843| via = [[British Newspaper Archive]]|url-access=subscription }}</ref> There was a [[guard of honour]] 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 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 Prince Consort, dressed as a private gentleman, was accompanied by his [[equerry]]-in-waiting, personal secretary, the [[Brownlow Cecil, 2nd Marquess of Exeter|Marquess of Exeter]], and Lords [[James Stuart-Wortley, 1st Baron Wharncliffe|Wharncliffe]], [[Charles Jenkinson, 3rd Earl of Liverpool|Liverpool]], [[Henry Pelham-Clinton, 5th Duke of Newcastle|Lincoln]] and [[Lord Charles Wellesley|Wellesley]].<ref name="BM"/>

[[File:Illustrirte Zeitung (1843) 21 332 1 Das vom Stapellaufen des Great-Britain.PNG|thumb|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 20 minutes, reappeared to board horse-drawn carriages.<ref name="BM"/>

At noon, the Prince arrived at the Great Western Steamship yard only to find the ship already "launched" and waiting for royal inspection. He boarded the ship, took refreshments in the elegantly decorated lounge then commenced his tour of inspection. He was received in the ship's banqueting room where all the local dignitaries and their ladies were gathered.<ref name="BM"/>

After the banquet and the toasts, he left for the naming ceremony. It had already been decided that the christening would be performed by Clarissa (1790–1868), wife of Philip John Miles (1773–1845) and mother of Bristol's MP, Philip William Skinner Miles (1816–1881), a director of the company.<ref>[http://www.kwag.org.uk/history/the-victorian-era/ The Victorian Era, the Miles Family | Kings Weston Action Group<!-- Bot generated title -->] {{webarchive|url=https://web.archive.org/web/20140818094435/http://www.kwag.org.uk/history/the-victorian-era/ |date=18 August 2014 }}</ref><ref>[http://www.nonesuchexpeditions.com/ss-great-britain/slaves-to-sleepers/the-dark-saga.htm Nonesuch Expeditions&nbsp;– From Slaves to Sleepers, the dark saga of the men who built the Steam-ship Great Britain<!-- Bot generated title -->] {{webarchive|url=https://web.archive.org/web/20160129043600/http://www.nonesuchexpeditions.com/ss-great-britain/slaves-to-sleepers/the-dark-saga.htm |date=29 January 2016 }}</ref> 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 hurled it against the iron hull.{{sfn|Brown|2009|pp=68–78}}

In her haste, ''Avon'' had 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"/>

===Another extended delay===
[[File:SS Great Britain by Talbot.jpg| thumb | left | Fitting out in the [[Bristol Floating Harbour]], April 1844. This historic photograph by [[William Fox Talbot|William Talbot]] is believed to be the first ever photo of an ocean liner. ]]
Following the launch ceremony, the builders had planned to have ''Great Britain'' towed to the [[River Avon, Bristol|Avon]] for her final fitting out. Unfortunately, the harbour authorities had failed to carry out the necessary modifications to their facilities in a timely manner.{{sfn|Dumpleton|Miller|2013|p=64}} Exacerbating the problem, the ship had been widened beyond the original plans to accommodate the propeller engines, and her designers had made a belated decision to fit the engines prior to launch, which resulted in a deeper [[draft (ship)|draught]].{{sfn|Claxton|1845|p=21}}

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 began in late 1844.{{sfn|Ball|Wright|1981|p=13}}

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 - who after naval service held the position of quay warden (harbour master) at Bristol - enabled her to be pulled back and severe structural damage avoided. The following day an army of workmen, under the direct control of Brunel, took advantage of the slightly higher tide and removed coping stones and lock gate platforms from the Junction Lock, allowing the [[tugboat|tug]] ''Samson'', again under Claxton's supervision, to tow the ship safely into the Avon that midnight.<ref>{{cite web|title=The creation of Bristol City docks |work=Farvis |url=http://www.farvis.com/2013site/history%20of%20bristol/bruneldocks.html |access-date=17 June 2015 |url-status=dead |archive-url=https://web.archive.org/web/20150402110611/http://www.farvis.com/2013site/history%20of%20bristol/bruneldocks.html |archive-date= 2 April 2015 }}</ref>

==Description==

===General description===
[[File:SS Great Britain diagram.jpg|thumb|Sketch of ''Great Britain''. The lower image shows the internal arrangement of her decks and machinery.]]
When completed in 1845, ''Great Britain'' was a revolutionary vessel—the first ship to combine an iron hull with screw propulsion, and at {{convert|322|ft|m|abbr=on}} in length and with a 3,400-ton displacement, more than {{convert|100|ft|m|abbr=on}} longer and 1,000&nbsp;tons larger than any ship previously built. Her [[beam (ship)|beam]] was {{convert|50|ft|6|in|m|abbr=on}} and her height from keel to main deck, {{convert|32|ft|6|in|m|abbr=on}}. She had four decks, including the [[spar deck|spar (upper) deck]], a crew of 120, and was fitted to accommodate a total of 360 passengers, along with 1,200&nbsp;tons of cargo and 1,200&nbsp;tons of [[coal]] for fuel.{{sfn|Claxton|1845|p=3}}

Like other steamships of the era, ''Great Britain'' was provided with secondary sail power, consisting of one [[square-rig]]ged and five [[schooner]]-rigged masts—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 to reduce wind resistance in the event of a strong headwind. The rigging was of iron cable instead of the traditional [[hemp]], again with a view to reducing wind resistance.{{sfn|Claxton|1845|pp=19–20}} Another innovative feature was the lack of traditional heavy bulwarks around the main deck; a light iron railing {{sfn|Fox|2003|p=152}} both reduced weight and allowed water shipped in heavy weather to run unimpeded back to sea.

The 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]]—a result of the late decision to install propeller engines, which were wider at the base than the originally planned paddlewheel engines.{{sfn|Fox|2003|p=149, 152}}

Brunel, anxious to ensure the avoidance of [[Hogging and sagging|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 iron ribs were {{convert|6|x|3|in|cm}} in size. 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]].{{sfn|Fox|2003|p=150}}{{sfn|Claxton|1845|p=5}} The total amount of iron, including the engines and machinery, was 1,500&nbsp;tons.{{sfn|Claxton|1845|p=18}}

===Machinery===
{{multiple image
| align = left
| image1 =  SS Great Britain transverse section.jpg 
| width1 =  120 
| alt1 = 
| caption1 = Transverse hull section, showing arrangement of gearwheels, gear chains and engine cylinders
| image2 =  SS Great Britain engine and gearwheels lateral section.jpg 
| width2 =  100 
| alt2 = 
| caption2 =  Side view of engines, showing arrangement of gears and gear chains between the engines 
| footer = 
}}[[File:Model of SS Great Britain's engines.jpg|thumb|right|upright| A model of ''Great Britain''{{'}}s engines]]

Two giant propeller engines, with a combined weight of 340&nbsp;tons, were installed amidships.{{sfn|Claxton|1845|p=18}} They were 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#Direct acting|direct-acting]] type, with twin {{convert|88|in|cm|abbr=on}} [[bore (engine)|bore]], {{convert|6|ft|m|adj=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;[[Revolutions per minute|rpm]].{{sfn|Fox|2003|p=150}}{{sfn|Claxton|1845|pp=3–6}} Steam power was provided by three {{convert|34|ft|m|adj=mid}} long by {{convert|22|ft|m|adj=mid}} high by {{convert|10|ft|m|adj=mid}} wide, {{convert|5|psi|abbr=on}} "square" saltwater [[boiler]]s, forward of the engines, with eight furnaces each&nbsp;– four at each end.{{efn|Some sources, such as Claxton,{{sfn|Claxton|1845|p=3}} state that there was only a single boiler, but others, such as Fletcher and Maginnis,{{sfn|Maginnis|1900}}{{page needed|date=July 2020}} 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.{{sfn|Dumpleton|Miller|2013}}{{page needed|date=July 2020}} }}

In considering the gearing arrangement, Brunel had no precedent to serve as a guide. The gearing for ''Archimedes'', of the spur-and-pinion type, had proven almost unbearably noisy, and would not be suitable for a passenger ship.{{sfn|Fox|2003|pp=148–149}} Brunel's solution was to install a [[chain drive]]. On the crankshaft between ''Great Britain''{{'}}s two engines, he installed an {{convert|18|ft|m|adj=mid}} diameter primary gearwheel,{{sfn|Claxton|1845|p=6}} which, by means of a set of four massive inverted-tooth or "silent" chains, operated the smaller secondary gear near the keel, which turned the propeller shaft. This 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.{{sfn|American Chain Association|2005|p=10}}

''Great Britain''{{'}}s main propeller shaft, built by the Mersey Iron Works, was the largest single piece of machinery. {{convert|68|ft|m|abbr=on}} long and {{convert|28|in|cm}} in diameter, the shaft was bored with a {{convert|10|in|cm|adj=mid|-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 {{convert|28|ft|m|adj=on}}, {{convert|16|in|cm|adj=mid}} diameter shaft beneath the engine, and a screw shaft of {{convert|25|ft|m|abbr=on}} in length and with a diameter of {{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.{{sfn|Claxton|1845|p=18}} 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.{{sfn|American Chain Association|2005|p=10}} The initial propeller was a six-bladed "windmill" model of Brunel's own design,{{sfn|Fox|2003|p=151}} {{convert|16|ft|m|abbr=on}} in diameter and with pitch of {{convert|25|ft|m|abbr=on}}.{{sfn|Claxton|1845|p=13}}

===Interior===
[[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'']]

The interior was divided into three decks, the upper two for passengers and the lower for cargo. The two passenger decks were divided into forward and aft compartments, separated by the engines and boiler amidships.{{sfn|Claxton|1845|p=4, 6}}

In the aft 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, 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|adj=on}} ladies' boudoirs or private sitting rooms, which could be accessed without entering the saloon from the 12 nearest passenger berths, reserved for women. 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 12 decorated pillars.{{sfn|Claxton|1845|pp=14–17}}

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, 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 of all the passenger spaces. 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 (European art)|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.{{sfn|Claxton|1845|pp=14–17}}

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, totalling 132. Further forward, separate from the passenger saloons, were the crew quarters.{{sfn|Claxton|1845|pp=14–17}} The overall finish of the passenger quarters was unusually restrained for its time, a probable reflection of the proprietors' diminishing capital reserves.{{sfn|Fox|2003|p=153}} Total cost of construction of the ship, not including £53,000 for plant and equipment to build her, was £117,000{{sfn|Fox|2003|p=155}}—£47,000 more than her original projected price tag of £70,000.

==Service history==

===Transatlantic service===
[[File:SS Great Britain - geograph.org.uk - 1135916.jpg|thumb|The main funnel]]
On 26 July 1845—seven years after the Great Western Steamship Company had decided to build a second ship, and five years overdue—''Great Britain'' embarked on her maiden voyage, from [[Liverpool]] to [[New York City|New York]] under Captain [[James Hosken]], with 45 passengers. The ship made the passage in 14 days and 21 hours, at an average speed of {{convert|9.25|kn}}&nbsp;– almost {{convert|1.5|kn}} slower than the prevailing record. She made the return trip in {{frac|13|1|2}} days, again an unexceptional time.{{sfn|Fox|2003|p=153}}

Brunel, who prior to commencement of service had substituted a six-bladed "windmill" design of his own for Smith's proven four-bladed propeller design, now decided to try to improve the speed by riveting 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.{{sfn|Brown|2009|pp=68–78}} On 13 October, she ran aground on the Massachusetts Shoals. She was refloated and after obtaining a supply of coal from the American [[schooner]] ''David Coffin'' resumed her voyage.<ref name=MP291045>{{Cite news |title=The Steam-ship Great Britain |newspaper=The Morning Post |location=London |date=29 October 1845 |issue=22345 |page=5 }}</ref> After repairs in New York, she set out for Liverpool with only 28 passengers and lost four propeller blades during the crossing. By this time, another design flaw had become evident. The ship rolled heavily, especially in calm weather without the steadying influence of the sail, causing discomfort to passengers.{{sfn|Fox|2003|p=153}}

The shareholders of the company again provided further funding to try to solve the problems. The six-bladed propeller was dispensed with and replaced with the original four-bladed, cast iron design. The third mast was removed, and the iron rigging, which had proven unsatisfactory, was replaced with conventional rigging. In a major alteration, two {{convert|110|ft|m|adj=mid|-long}} [[bilge keel]]s were added to each side in an effort to lessen her tendency to roll.<ref>{{cite web|title=Great Britain |url=http://www.theshipslist.com/pictures/Greatbritain.shtml |publisher=The Ships List |access-date=14 March 2015 |url-status=live |archive-url=https://web.archive.org/web/20150303232939/http://www.theshipslist.com/pictures/Greatbritain.shtml |archive-date= 3 March 2015 }}</ref> These repairs and alterations delayed her return to service until the following year.{{sfn|Fox|2003|pp=153–154}}

[[File:SS Great Britain stranded in Dundrum Bay.jpg|thumb|left|Stranded in Dundrum Bay, 1846]]

In her second season of service in 1846, ''Great Britain'' successfully completed two round trips to New York at an acceptable speed, but was then laid up 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, her captain made a series of navigational errors that resulted in her being run hard aground in [[Dundrum, County Down#History|Dundrum Bay]] on the northeast coast of Ireland on 22 September. There was no formal inquiry but it has been recently suggested by Dr Helen Doe in her book 'SS Great Britain' that it was mainly due to the captain not having updated charts, so that he mistook the new St John's light for the Calf light on the Isle of Man.<ref>{{cite journal|title=Great Britain Sinks!|journal=Cruising|publisher=[[The Cruising Association]]|author=Ted Osborn|date=June 2010|pages=24–26}}</ref><ref name=Times261046>{{Cite newspaper The Times |title=(untitled) |date=26 October 1846 |pages=4–5 |issue=19377 |column= F, A}}</ref><ref name=LM250946>{{Cite news |title=The Great Britain Ashore |newspaper=Liverpool Mercury etc |location=Liverpool |date=25 September 1846 |issue=1847 }}</ref>

She remained aground for almost a year, protected by temporary measures organised by Brunel and [[James Bremner]].<ref>{{cite web|title=Recovery of the SS Great Britain |url=http://www.bremnerroots.co.uk/the-jameses/james-bremner-engineer/recovery-of-the-ss-great-britain/ |publisher=David Bremner |access-date=14 March 2015 |url-status=live |archive-url=https://web.archive.org/web/20150402140349/http://www.bremnerroots.co.uk/the-jameses/james-bremner-engineer/recovery-of-the-ss-great-britain/ |archive-date= 2 April 2015 }}</ref> On 25 August 1847,<ref name=LWLN050947>{{Cite news |title=Floating of the Great Britain |newspaper=Lloyd's Weekly London Newspaper |location=London |date=5 September 1847 |issue=250 }}</ref> she was floated free at a cost of £34,000 and taken back to Liverpool, but this expense exhausted the company's remaining reserves. After languishing in Prince's Dock, Liverpool for some time, she was sold to [[Gibbs, Bright & Co.]], former agents of the Great Western Steamship Company, for a mere £25,000.{{sfn|Fox|2003|pp=154–155}}{{sfn|Fletcher|1910|pp=225–226}}

====Refit and return to service====
[[File:SS Great Britain with four masts 1853.jpg|thumb|''Great Britain'' in 1853, after her refit to four masts]]
The new owners decided not merely to give the vessel a total refit; the keel, badly damaged during the grounding, was completely renewed along a length of {{convert|150|ft|m|adj=off}}, and the owners took the opportunity to further strengthen the hull. The old [[keelson]]s were replaced and 10 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]].{{sfn|Fletcher|1910|pp=226–227}}

Reflecting the rapid advances in propeller engine technology, the original engines were removed and replaced with a pair of smaller, lighter and more modern [[Marine steam engine#Oscillating|oscillating]] engines, with {{convert|82.5|in|cm|adj=on}} cylinders and {{convert|6|ft|cm|adj=on}} stroke, built by [[John Penn (engineer)|John Penn & Sons]] of [[Greenwich]]. They were also provided with 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.{{sfn|Fletcher|1910|pp=226–227}}

The cumbersome chain-drive gearing was 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 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|adj=on}} cabin on the main deck, the smaller boilers allowed the cargo capacity to be almost doubled, from 1,200 to 2,200&nbsp;tons.{{sfn|Fletcher|1910|pp=226–227}}

The four-bladed propeller was replaced by a slightly smaller three-bladed model, and the bilge keels, previously added to reduce the tendency to roll, were replaced by a heavy external oak keel for the same purpose. The five-masted schooner sail-plan was replaced by four masts, two of which were square-rigged.{{sfn|Fletcher|1910|pp=226–227}} With the refit complete, ''Great Britain'' went back into service on the New York run. After only one further round trip she was sold again, to [[Antony Gibbs & Sons]], which planned to place her into England–Australia service.{{sfn|Fletcher|1910|pp=226–227}}

===Australian service===

Antony Gibbs & Sons may have intended to employ ''Great Britain'' only to exploit a temporary demand for passenger service to the Australian goldfields following [[Victorian gold rush|the discovery of gold in Victoria in 1851]],{{sfn|Fletcher|1910|p=227}} but she found long-term employment on this route. For her new role, she was given a third refit. Her passenger accommodation was increased from 360 to 730, and her sail plan altered to a traditional three-masted, square-rigged pattern. She was fitted with a removable propeller, which could be hauled up on deck by chains to reduce drag when under sail power alone.<ref name=nathistships/>

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 operated on the England–Australia route for almost 30 years, interrupted only by two relatively brief sojourns as a [[troopship]] during the [[Crimean War]] and the [[Indian Mutiny]].<ref name=nathistships>{{cite web|title=ss Great Britain |url=http://www.nationalhistoricships.org.uk/register/76/ss-great-britain |publisher=National Historic Ships UK |access-date=15 March 2015 |url-status=live |archive-url=https://web.archive.org/web/20150402095645/http://www.nationalhistoricships.org.uk/register/76/ss-great-britain |archive-date= 2 April 2015 }}</ref> Gradually, she earned a reputation as the most reliable of the emigrant ships to Australia and carried [[English cricket team in Australia in 1861–62|the first English cricket team to tour Australia]] in 1861.<ref>{{cite news |title=Hit for six by elite sporting stars' trip on great iron ship |url=http://www.bristolpost.co.uk/Hit-elite-sporting-stars-trip-great-iron-ship/story-11293374-detail/story.html |access-date=15 March 2015 |work=Bristol Post |date=3 July 2010 |url-status=dead |archive-url=https://web.archive.org/web/20150402091725/http://www.bristolpost.co.uk/Hit-elite-sporting-stars-trip-great-iron-ship/story-11293374-detail/story.html |archive-date=2 April 2015 }}</ref>

Alexander Reid, writing in 1862, recorded some statistics of a typical voyage. The ship, with a crew of 143, put out from Liverpool on 21 October 1861, carrying 544 passengers (including the English cricket team that was the first to visit Australia), a cow, 36 sheep, 140 pigs, 96 goats and 1,114 chickens, ducks, geese and turkeys. The journey to Melbourne (her ninth) occupied 64 days, during which the best day's run was 354&nbsp;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 (master mariner)|John Gray]], a Scot, who had held the post since before the Crimean War.{{sfn|Reid|1862}}

On 8 December 1863, she was reported to have been wrecked on [[Santiago, Cape Verde|Santiago]], [[Cape Verde Islands]] whilst on a voyage from London to [[Nelson, New Zealand]]. All on board were rescued.<ref name=YH020164>{{Cite news |title=Loss of the "Great Britain" Steamship |newspaper=York Herald |location=York |date=2 January 1864 |issue=4756 |page=9 }}</ref>

Her passengers and crew witnessed a [[Solar eclipse of April 25, 1865|total solar eclipse in 1865]] while passing the coastline of Brazil en route from Australia to England;<ref>{{Cite web |title=Brunel's SS Great Britain on Instagram: "#OTD in 1865 passengers witnessed a Solar Eclipse. 🌘 "Total eclipse of the sun, a clear sky and stars seen in daytime" –diary extract (author unknown) … #SSGreatBritain #SolarEclipse #Museum #Victorian #Brunel #Bristol #History" |url=https://www.instagram.com/p/Crc1Vgat04F/ |access-date=2023-04-25 |website=Instagram |language=en}}</ref>{{better source needed|date=April 2023}} they were able to observe [[Solar eclipse#Totality|stars in the daytime]].

On 8 October 1868 [[The Argus (Melbourne)|''The Argus'']] reported "To-day, at daylight, the fine steamship ''Great Britain'' will leave her anchorage in Hobson's Bay, for Liverpool direct. On this occasion she carries less than her usual complement of passengers, the season not being a favourite one with colonists desiring to visit their native land. ''Great Britain'', however, has a full cargo, and carries gold to the value of about £250,000. As she is in fine trim, we shall probably have, in due time, to congratulate Captain Gray on having achieved another successful voyage."<ref>{{cite news|url=http://nla.gov.au/nla.news-article5829299/222813 |title=Untitled news|newspaper=[[The Argus (Melbourne)|The Argus]]|date=October 1868| page=5|via= [[National Library of Australia#Trove|Trove]]}}</ref><ref>{{cite news|url=http://nla.gov.au/nla.news-article5829228 |title=Shipping Intelligence|newspaper=[[The Argus (Australia)]]|date= 8 October 1868| page=4|via= [[Trove]]}}</ref> Gray died under mysterious circumstances, going missing overnight during a return voyage from Melbourne, on the night of 25/26 November 1872.<ref name="Mercury">{{cite news|access-date=3 December 2017|title=Captain Gray of the S.S. Great Britain|url=https://trove.nla.gov.au/newspaper/article/8917534 |work=The Mercury|date=3 January 1873|location=Hobart, Tasmania, Australia}}</ref><ref name="SSGB">{{cite web|title=Captain Gray's Disappearance|url=http://www.ssgreatbritain.org/about-us/blog/captain-grays-disapperance|publisher=SS Great Britain Trust|access-date=3 December 2017|language=en|archive-date=4 December 2017|archive-url=https://web.archive.org/web/20171204114520/http://www.ssgreatbritain.org/about-us/blog/captain-grays-disapperance|url-status=dead}}</ref> On 22 December, she rescued the crew of the British [[brig]] ''Druid'', which had been abandoned in the Atlantic Ocean.<ref name=S281272>{{Cite news |title=Mercantile Ship News |newspaper=The Standard |location=London |date=28 December 1872 |issue=15105 |page=7 }}</ref> On 19 November 1874, she collided with the British ship ''Mysore'' in the [[Sloyne]], losing an anchor and sustaining hull damage.<ref name=DN211174>{{Cite news |title=Shipping Intelligence |newspaper=Daily News |location=London |date=21 November 1874 |issue=8916 }}</ref> ''Great Britain'' was on a voyage from Melbourne to Liverpool.<ref name=IMT211174>{{Cite news |title=Castletown and the South |newspaper=Isle of Man Times |location=Douglas |date=21 November 1874 |issue=708 |page=5 |volume=14 }}</ref>

===Later history===

[[File:MizzenMast.JPG|thumb|right|The ship's mizzen mast in Port Stanley]] In 1882 ''Great Britain'' was converted into a [[sailing ship]] to transport bulk coal.<ref name=salvage1970>{{cite web|title=Salvage of S.S. Great Britain 1970 |url=http://www.cachalots.org.uk/wp-content/uploads/2014/08/Great-Britain-chapter.pdf |publisher=The Cachalots |access-date=14 March 2015 |url-status=live |archive-url=https://web.archive.org/web/20150627041607/http://www.cachalots.org.uk/wp-content/uploads/2014/08/Great-Britain-chapter.pdf |archive-date=27 June 2015 }}</ref> The work was done by Messrs. C. & E. Grayson, Liverpool.<ref name=Times301282>{{Cite newspaper The Times |title=Shipbuilding on the River Mersey |date=30 December 1882 |page=10 |issue=30704 |column=B }}</ref> She made her final voyage in 1886, after loading up with coal and leaving [[Penarth Dock]] in Wales for [[San Francisco]] on 8 February.<ref>{{cite web|title=The Penarth Mysteries: No 2&nbsp;– The Buried Secrets Of Penarth's Plymouth Park |url=https://penarthnews.wordpress.com/2013/07/04/the-rotting-rubbish-beneath-penarth-marinas-green-is-still-costing-us-a-fortune/ |publisher=Penarth Daily News |date=4 July 2013 |access-date=29 February 2016 |url-status=live |archive-url=https://web.archive.org/web/20160313082644/https://penarthnews.wordpress.com/2013/07/04/the-rotting-rubbish-beneath-penarth-marinas-green-is-still-costing-us-a-fortune/ |archive-date=13 March 2016 }}</ref> After a fire on board en route she was found, on arrival at [[Port Stanley]] in the [[Falkland Islands]] where she ran aground, to be damaged beyond economic repair.<ref name=salvage1970 /><ref name=Times120686>{{Cite newspaper The Times |title=Latest Shipping Intelligence |date=12 June 1886 |issue=31784 |page=13 |column=B }}</ref> 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]], {{convert|3.5|mi|km}} from Port Stanley, scuttled and abandoned.<ref>{{cite web|title=SS Great Britain: 1970 |url=https://www.bbc.co.uk/bristol/content/articles/2005/12/06/pwaod_ship_002_feature.shtml |publisher=BBC |access-date=14 March 2015 |url-status=live |archive-url=https://web.archive.org/web/20140428024423/http://www.bbc.co.uk/bristol/content/articles/2005/12/06/pwaod_ship_002_feature.shtml |archive-date=28 April 2014 }}</ref> As a bunker, she coaled the South Atlantic fleet that defeated Admiral [[Graf Maximilian von Spee]]'s fleet in the First World War [[Battle of the Falkland Islands]].<ref>{{cite web|title=The Battle of the Falkland Islands (8th December 1914) |url=http://www.wartimememoriesproject.com/greatwar/battles/Battle-of-Falkland-Islands.php |publisher=The Wartime Memories Project |access-date=14 March 2015 |url-status=dead |archive-url=https://web.archive.org/web/20150402095312/http://www.wartimememoriesproject.com/greatwar/battles/Battle-of-Falkland-Islands.php |archive-date= 2 April 2015 }}</ref> In the [[Second World War]], some of her iron was scavenged to repair {{HMS|Exeter|68|6}}, one of the [[Royal Navy]] ships that fought ''[[German pocket battleship Admiral Graf Spee|Graf Spee]]'' and was badly damaged during the [[Battle of the River Plate]].{{sfn|Haddelsey|Carroll|2014|p=1}}

===Notable passengers and crew===

The ''Great Britain'' carried over 33,000 people during her working life.<ref>{{Cite web|url=https://globalstories.ssgreatbritain.org/_/travellers/|title=SS Great Britain : Brunel's ss Great Britain}}</ref> These included:

* [[Gustavus Vaughan Brooke]], Irish stage actor; travelled with Avonia Jones between Melbourne and Liverpool in 1861<ref>{{Cite web|url=https://globalstories.ssgreatbritain.org/_/traveller/7481|title=SS Great Britain : Brunel's ss Great Britain}}</ref>
* [[Fanny Duberly]], author and chronicler of the [[Crimean War]] and the [[Indian Rebellion of 1857]]; travelled between [[Cork (city)|Cork]] and [[Mumbai]] in 1857<ref>{{Cite web|url=https://globalstories.ssgreatbritain.org/_/traveller/36616/|title = SS Great Britain : Brunel's ss Great Britain}}</ref>
* Colonel Sir [[George Everest]], British surveyor and geographer; served as Surveyor General of India; namesake of [[Mount Everest]]; travelled between [[Liverpool]] and [[New York City|New York]] in 1845<ref>{{Cite web|url=https://globalstories.ssgreatbritain.org/_/traveller/9/|title = SS Great Britain : Brunel's ss Great Britain}}</ref> 
* [[John Gray (master mariner)|John Gray]], Scottish born seaman; the ''Great Britain''{{'}}s longest serving captain; mysteriously disappeared while at sea; crew member 1852–1872<ref>{{Cite web|url=https://globalstories.ssgreatbritain.org/_/traveller/30012/|title = SS Great Britain : Brunel's ss Great Britain}}</ref>
* [[James Hosken]], first captain of the ''Great Britain'' and before that the ''[[SS Great Western|Great Western]]'' from her maiden voyage until she ran aground in [[Dundrum Bay]]<ref>{{Cite web|url=https://globalstories.ssgreatbritain.org/_/traveller/29527/|title = SS Great Britain : Brunel's ss Great Britain}}</ref> 
* [[Avonia Jones]], American actress, travelled with Gustavus Vaughan Brooke between Melbourne and Liverpool in 1861<ref>{{Cite web|url=https://globalstories.ssgreatbritain.org/_/traveller/7669|title=SS Great Britain : Brunel's ss Great Britain}}</ref>
* [[Sister Mary Paul Mulquin]], Roman Catholic nun and educationalist; travelled between Liverpool and Melbourne in 1873<ref>{{Cite web|url=https://globalstories.ssgreatbritain.org/_/traveller/26805/|title = SS Great Britain : Brunel's SS Great Britain}}</ref>
* [[Elizabeth Parsons (artist)|Elizabeth Parsons]], English-Australian artist, travelled between Liverpool and Melbourne in 1870.<ref>{{Cite web|url=https://globalstories.ssgreatbritain.org/_/traveller/22493/|title = SS Great Britain : Brunel's ss Great Britain}}</ref>
* [[Anthony Trollope]], English novelist of the Victorian era; travelled between [[Liverpool]] and [[Melbourne]] in 1871, and wrote ''[[Lady Anna (novel)|Lady Anna]]'' during the voyage<ref>{{Cite web|url=https://globalstories.ssgreatbritain.org/_/traveller/24266/|title = SS Great Britain |publisher=SS Great Britain Trust }}</ref>
* [[Augustus Arkwright]], Royal Navy officer and a Conservative Party politician, and great grandson of [[Richard Arkwright]], travelled between Liverpool and New York in 1852.<ref>{{Cite web|url=https://globalstories.ssgreatbritain.org/_/traveller/489|title = SS Great Britain |publisher=SS Great Britain Trust }}</ref>
* [[George Inness]], prominent American landscape painter, travelled with his wife between Liverpool and New York in 1852.<ref>{{Cite web|url=https://globalstories.ssgreatbritain.org/_/traveller/576/|title=SS Great Britain : Brunel's ss Great Britain}}</ref>
* [[Henry Arthur Bright]], English merchant and author, and partner in [[Gibbs, Bright & Co.]], travelled between Liverpool and New York in 1852.<ref>{{Cite web|url=https://globalstories.ssgreatbritain.org/_/traveller/508/|title=SS Great Britain |publisher=SS Great Britain Trust }}</ref>
* [[John Simcoe Macaulay]],  businessman and political figure in [[Upper Canada]], travelled between Liverpool and New York in 1852.<ref>{{Cite web|url=https://globalstories.ssgreatbritain.org/_/traveller/590/|title=SS Great Britain |publisher=SS Great Britain Trust }}</ref>
* [[William Charles (fur trader)]], Pacific coast pioneer, [[Hudson's Bay Company]] factor, and a prominent figure in the early history of [[British Columbia]], travelled between Liverpool and New York in 1852.<ref>{{Cite web|url=https://globalstories.ssgreatbritain.org/_/traveller/511|title = SS Great Britain  |publisher=SS Great Britain Trust }}</ref>
* [[Francis Pettit Smith]],  one of the inventors of the [[screw propeller]], travelled between Liverpool and New York in 1852.<ref>{{Cite web|url=https://globalstories.ssgreatbritain.org/_/traveller/627/|title=Francis Pettit Smith |publisher=SS Great Britain Trust  }}</ref>
* [[James Edward Alexander]], Scottish explorer, author and soldier, travelled between Melbourne and Liverpool in 1862, publishing a weekly newspaper aboard the ship<ref>{{Cite web|url=https://nla.gov.au/nla.obj-12875072/view?partId=nla.obj-12899464|title=The Albatross : record of voyage of the "Great Britain" steam ship from Victoria to England in 1862}}</ref>

==Recovery and restoration==
[[File:S.s. Great Britain 1970 (49208521606).jpg|thumb|Hulk of ''Great Britain'' on the pontoon ''Mulus III'', 1970]]
The salvage operation, made possible by several large donations, including from [[Jack Hayward|Sir Jack Hayward]] and [[John Paul Getty Jr.|Sir Paul Getty]], was organised by 'the SS ''Great Britain'' Project', chaired by Richard Goold-Adams. [[E. C. B. Corlett|Ewan Corlett]] conducted a naval architect's survey, reporting that she 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 25 March. By 13 April, 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 ''Great Britain'' sailed to Port Stanley for preparations for the transatlantic voyage. The voyage (code name "Voyage 47") began on 24 April, stopped in [[Montevideo]] from 2 May to 6 May for inspection, then across the Atlantic, arriving at [[Barry Docks]], west of [[Cardiff]] on 22 June. ("Voyage 47" was chosen as the code name because it was on her 47th voyage from [[Penarth]], in 1886, that during a tempest she had sought shelter in the Falklands.<ref>{{Cite book | 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 her, still on her pontoon, to [[Avonmouth Docks]].

The ship was then taken off the pontoon, in preparation for her re-entry into Bristol, now truly afloat. On Sunday 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|year=1986}}</ref><ref>{{Cite web|last=Mills 100|first=Sea|date=2020-07-19|title=SS Great Britain Return|url=https://seamills100.co.uk/2020/07/19/ss-great-britain-return/|access-date=2021-12-28|website=Sea Mills 100 Museum|language=en-US}}</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 waited for two weeks in the [[Cumberland Basin (Bristol)|Cumberland Basin]] for a tide high enough to get her back through the locks to the Floating Harbour and her birthplace, the dry dock in the Great Western Dockyard (now a Grade II* [[listed building]], disused since bomb damage in the Second World War).<ref>{{NHLE|desc=Great Western Dry Dock |num=1372307 |access-date=20 August 2006 }}</ref>

[[File:SS Great Britain showing air seal for hull.jpg|thumb|left|The air seal around ''Great Britain''{{'}}s [[Hull (watercraft)|hull]].]]

The recovery and subsequent voyage from the Falklands to Bristol were depicted in the 1970 BBC ''[[Chronicle (UK TV series)|Chronicle]]'' programme, ''The Great Iron Ship''.

The original intent was to restore her to her 1843 state. However, the philosophy changed and the conservation of all surviving pre-1970 material became the aim.<ref>{{cite web|last1=Watkinson |first1=David |last2=Tanner |first2=Matthew |last3=Turner |first3=Robert |last4=Lewis |first4=Mark |title=ss Great Britain: teamwork as a platform for innovative conservation |url=http://www.ssgreatbritain.org/sites/default/files/kcfinder/files/brunel-institute/innovative-conservation.pdf |publisher=SS Great Britain |access-date=14 March 2015 |url-status=live |archive-url=https://web.archive.org/web/20150912144723/http://www.ssgreatbritain.org/sites/default/files/kcfinder/files/brunel-institute/innovative-conservation.pdf |archive-date=12 September 2015 }}</ref> In 1984 the SS ''Great Britain'' was designated as a [[List of Historic Mechanical Engineering Landmarks|Historic Mechanical Engineering Landmark]] by the [[ASME|American Society of Mechanical Engineers]], the fourth such designation outside the US.<ref name=asme>{{cite web|title=An International Historic Engineering Landmark S.S. Great Britain |url=https://www.asme.org/getmedia/998dfcba-3c4c-4c26-9b39-f9f81af35a23/97-SS-Great-Britain-1843.aspx |publisher=The American society of Mechanical Engineers |access-date=14 March 2015 |url-status=live |archive-url=https://web.archive.org/web/20150402093047/https://www.asme.org/getmedia/998dfcba-3c4c-4c26-9b39-f9f81af35a23/97-SS-Great-Britain-1843.aspx |archive-date= 2 April 2015 }}</ref>

By 1998, an extensive survey discovered that the hull was continuing to corrode in the [[humid]] atmosphere of the dock and estimates gave her 25 years before she corroded away.<ref>{{Cite web|url=http://www.eura.co.uk/gallery/thumbnails.php?album=27|title=SS ''Great Britain''| work=Eura Conservation Ltd|access-date=31 December 2008|archive-url=https://web.archive.org/web/20100313072227/http://www.eura.co.uk/gallery/thumbnails.php?album=27|archive-date=13 March 2010 }}</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 20% relative humidity, sufficiently dry to preserve the surviving material.<ref>{{cite conference
 |url         = http://pipeten133.wiredworkplace.net/sites/default/files/kcfinder/files/brunel-institute/modelling-corrosion.pdf
 |title       = ss Great Britain iron hull: modelling corrosion to define storage relative humidity
 |last1       = Watkinson
 |first1      = David
 |last2       = Lewis
 |first2      = Mark
 |date        = 2004
 |publisher   = National Museum of Australia
 |book-title  = Metal 04: Proceedings of the International Conference on Metals Conservation, 4–8 October, Canberra, Australia
 |pages       = 88–103
 |location    = Canberra, Australia
 |url-status  = dead
 |archive-url = https://web.archive.org/web/20150402133150/http://pipeten133.wiredworkplace.net/sites/default/files/kcfinder/files/brunel-institute/modelling-corrosion.pdf
 |archive-date = 2 April 2015
}}</ref><ref>{{cite news|url=http://news.bbc.co.uk/1/hi/england/bristol/4183343.stm |title=Ship's restoration work goes on |work=[[BBC News]] |date=18 January 2005 |url-status=live |archive-url=https://web.archive.org/web/20051206201540/http://news.bbc.co.uk/1/hi/england/bristol/4183343.stm |archive-date= 6 December 2005 }}</ref><ref>{{cite web|url=http://www.ssgreatbritain.org/ArticlesandResearch.aspx |title=Articles and Research |work=SS Great Britain Trust |access-date=7 January 2009 |url-status=live |archive-url=https://web.archive.org/web/20081121032057/http://www.ssgreatbritain.org/ArticlesandResearch.aspx |archive-date=21 November 2008 }}</ref> This being completed, the ship was "re-launched" in July 2005, and visitor access to the dry dock was restored.<ref>{{cite journal|last1=Divall |first1=Colin |title=SS Great Britain |journal=The Journal of Transport History |date=2007 |volume=28 |issue=1 |url=https://www.questia.com/read/1P3-1276290231/ss-great-britain |url-status=live |archive-url=https://web.archive.org/web/20150402150219/https://www.questia.com/read/1P3-1276290231/ss-great-britain |archive-date= 2 April 2015 }}</ref> The site is visited by over 150,000 visitors a year with a peak in numbers in 2006 when 200,000 people visited.<ref>{{cite journal|title=Case Study- Brunel's ss Great Britain |journal=Applied Animal Behaviour Science |date=31 December 1996 |volume=49 |issue=4 |url=http://usir.salford.ac.uk/12594/16/DS_Academic_Case_study_ss_Great_Britain_ist_draft-1.pdf |publisher=University of Salford |doi=10.1016/0168-1591(96)01052-0 |access-date=15 March 2015 |url-status=live |archive-url=https://web.archive.org/web/20150402162239/http://usir.salford.ac.uk/12594/16/DS_Academic_Case_study_ss_Great_Britain_ist_draft-1.pdf |archive-date= 2 April 2015 |last1=Young |first1=R. J. |last2=Lawrence |first2=A. B. }}</ref><ref>{{cite web|title=SS Great Britain Trust: Annual Review 2013 |url=http://www.ssgreatbritain.org/sites/default/files/kcfinder/files/ssgreatbritain-annual-review2013.pdf |publisher=SS Great Britain |access-date=15 March 2015 |url-status=live |archive-url=https://web.archive.org/web/20150630032125/http://www.ssgreatbritain.org/sites/default/files/kcfinder/files/ssgreatbritain-annual-review2013.pdf |archive-date=30 June 2015 }}</ref>

===Awards===
The engineers Fenton Holloway won the [[IStructE Awards|IStructE Award]] for Heritage Buildings in 2006 for the restoration of ''Great Britain''. In May of that year, the ship won the prestigious [[Gulbenkian Prize]] for museums and galleries, now known as [[Museum of the Year]]. The chairman of the judging panel, Professor [[Robert Winston]], commented:<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 |access-date=7 January 2009 |url-status=dead |archive-url=https://web.archive.org/web/20090126062117/http://www.thegulbenkianprize.org.uk/press/prwinner2006.htm |archive-date=26 January 2009 }}</ref>

{{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.}}

The project won [[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 |access-date=31 December 2008 |url-status=dead |archive-url=https://web.archive.org/web/20090212200150/http://www.architecture.com/NewsAndPress/News/AwardsNews/Press/2007/SS%20Great%20Britain%20wins%20The%20Crown%20Estate%20C.aspx |archive-date=12 February 2009 }}</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|access-date=7 January 2009|archive-url=https://web.archive.org/web/20080809004732/http://www.europeanmuseumforum.eu/micheletti_prize.asp|archive-date=9 August 2008}}</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|access-date=7 January 2009|archive-url=https://web.archive.org/web/20111006035434/http://www.heritageeducationtrust.org.uk/het_ssi/winners.shtml|archive-date=6 October 2011}}</ref>

===Being Brunel===
Being Brunel is a museum dedicated to [[Isambard Kingdom Brunel]] and built on the harbour next to his ship. Opened in 2018, it holds thousands of Brunel-related items, such as his school reports, his diaries and his technical drawing instruments.<ref>{{cite web |title=Isambard Kingdom Brunel: The engineering giant with 'short man syndrome' |url=https://www.bbc.co.uk/news/uk-england-bristol-43323013 |website=BBC News |access-date=28 March 2021 |date=23 March 2018 }}</ref> Costing £2 million, it occupies buildings on the quayside including Brunel's drawing office.<ref>{{cite web |title=Being Brunel: SS ''Great Britain'' launches a new museum |url=https://www.bristolcivicsociety.org.uk/being-brunel/ |publisher=Bristol Civic Society |access-date=28 March 2021 |date=11 January 2018 |archive-date=13 April 2021 |archive-url=https://web.archive.org/web/20210413063318/https://www.bristolcivicsociety.org.uk/being-brunel/ |url-status=dead }}</ref> It includes a reconstruction of his dining room from Duke Street, and the drawing office has been restored to its 1850 condition.<ref>{{cite web |title=Being Brunel {{!}} Visit Bristol's No. 1 Attraction {{!}} Brunel's SS ''Great Britain'' |url=https://www.ssgreatbritain.org/about-us/being-brunel |website=www.ssgreatbritain.org |access-date=28 March 2021 }}</ref>

==Popular culture==
[[File:Aboard SS Great Britain - geograph.org.uk - 407820.jpg|thumb|Aboard SS ''Great Britain'']]
''Great Britain'' featured in several television specials.
*The [[ITV1]] series ''[[The West Country Tonight]]'', in July 2010, told five aspects of the Great Britain's story: her history, her restoration and Bristolians' memories of her return to the city, showing their home footage of the event. Correspondent Robert Murphy travelled to [[Grand Bahama]] for an exclusive interview with [[Sir Jack Hayward]], then moved to the [[Falkland Islands]] where he spoke with islanders who worked in the salvage team.<ref>{{cite web|title=ITV's Wiltshire reporter wins RTS award |url=http://www.itv.com/news/west/update/2015-03-10/itvs-wiltshire-reporter-wins-award/ |publisher=ITV |access-date=15 March 2015 |url-status=live |archive-url=https://web.archive.org/web/20150312060546/http://www.itv.com/news/west/update/2015-03-10/itvs-wiltshire-reporter-wins-award/ |archive-date=12 March 2015 }}</ref>
*A [[BBC West]] documentary called ''[[When Brunel's Ship Came Home]]'' tells the story of the salvage operation and was broadcast on BBC One in the West of England on 12 July 2010. It includes memories of many of the people who were involved.<ref>{{cite web|title=When Brunel's Ship Came Home |url=https://www.bbc.co.uk/programmes/b00t37km |publisher=BBC |access-date=14 March 2015 |url-status=live |archive-url=https://web.archive.org/web/20151114071532/http://www.bbc.co.uk/programmes/b00t37km |archive-date=14 November 2015 }}</ref>
*A 15-minute animated short film called ''The Incredible Journey'' produced with the [[University of the West of England]] tells the story of the ship's return to Bristol from the Falklands in 1970.<ref>{{cite news|title=ss Great Britain anniversary marked with new animation |date=17 July 2010 |url=http://news.bbc.co.uk/local/bristol/hi/people_and_places/history/newsid_8829000/8829153.stm |publisher=BBC |access-date=14 March 2015 |url-status=live |archive-url=https://web.archive.org/web/20150402210715/http://news.bbc.co.uk/local/bristol/hi/people_and_places/history/newsid_8829000/8829153.stm |archive-date= 2 April 2015 }}</ref>
* In 2015 it was announced that the new British passport would include an image of the SS ''Great Britain'' on a page of Iconic Innovations.<ref>{{cite news|last1=Barrett |first1=David |title=New British passport design sparks sexism row for 'airbrushing women from history' |url=https://www.telegraph.co.uk/news/uknews/law-and-order/11970985/Extra-security-features-boost-new-British-passport.html |access-date=4 November 2015 |work=Telegraph |date=3 November 2015 |url-status=live |archive-url=https://web.archive.org/web/20151103042202/http://www.telegraph.co.uk/news/uknews/law-and-order/11970985/Extra-security-features-boost-new-British-passport.html |archive-date= 3 November 2015 }}</ref><ref>{{cite web|title=Introducing the new UK passport design |url=https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/473495/HMPO_magazine.pdf |publisher=HM Passport Office |access-date=4 November 2015 |url-status=live |archive-url=https://web.archive.org/web/20151208142027/https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/473495/HMPO_magazine.pdf |archive-date= 8 December 2015 }}</ref>
*The [[Living TV]] series ''[[Most Haunted]]'' went on the ship in 2009.

==Dimensions==
*Length: {{convert|322|ft|m|abbr=on}}<ref name=asme/>
*Beam (width): {{convert|50.5|ft|m|2|abbr=on}}<ref name=asme/>
*Height (main deck to keel): {{convert|32.5|ft|m|2|abbr=on}}<ref name=chivers>{{cite web|last1=Chivers |first1=Terry |title=The SS Great Britain A Brief History and Aspects of Preservation and Restoration |url=http://rpec.co.uk/rpec_new/pages/_Art-21.html |publisher=Retired Professional Engineers' Club Bristol |access-date=15 March 2015 |url-status=live |archive-url=https://web.archive.org/web/20150402151835/http://rpec.co.uk/rpec_new/pages/_Art-21.html |archive-date= 2 April 2015 }}</ref>
*Weight unladen: {{convert|1,930|LT|ST t|abbr=off|lk=on}}<ref name=chivers/>
*Displacement: {{convert|3,018|LT|ST t|abbr=off}}<ref name=chivers/>

'''Engine'''
*Rated horsepower: {{convert|1000|hp|kW}}<ref name=chivers/>
*Weight: {{convert|340|LT|ST t|abbr=off|lk=on}}<ref name=chivers/>
*Cylinders: 4 x inverted 'V' {{convert|88|in|cm|1}} [[Bore (engine)|bore]]<ref name=chivers/>
*Stroke: {{convert|72|in|cm|1}}<ref name=chivers/>
*Pressure: {{convert|5|psi|kPa|abbr=on}}<ref name=chivers/>
*RPM: Max. 20 [[Revolutions per minute|rpm]]<ref name=chivers/>
*Main crankshaft: {{convert|17|ft|m|2}} long and {{convert|28|in|cm|1}} diameter<ref name=chivers/>

'''Propeller'''
*Diameter: {{convert|15.5|ft|m|2|abbr=on}}<ref name=chivers/>
*Weight: {{convert|77|Lcwt|kg|abbr=on}}<ref name=chivers/>
*Speed: 55&nbsp;rpm<ref name=chivers/>
'''Other data'''
*Fuel capacity: {{convert|1,100|LT|ST t|0|abbr=off}} of coal<ref name=chivers/>
*Water capacity: {{convert|200|LT|ST t|0|abbr=off}}<ref name=chivers/>
*Cargo capacity: {{convert|1,200|LT|ST t|0|abbr=off}}<ref name=chivers/>
*Cost of construction: £117,295<ref name=chivers/>

==See also==
* {{SS|Great Eastern}}
* {{SS|Great Western}}

==Notes==
{{notelist}}

==References==
{{Reflist|colwidth=25em}}

==Bibliography==
* {{cite book |last1=American Chain Association |title=Standard Handbook of Chains: Chains for Power Transmission and Material Handling |date=2005 |publisher=CRC Press |isbn=978-1-57444-647-0 |edition=2nd}}
* {{cite book |last1=Ball |first1=Adrian |last2=Wright |first2=Diana |title=S. S. "Great Britain" |date=1981 |publisher=David & Charles |isbn=978-0-7153-8096-3}}
* {{cite book |last1=Brown |first1=Paul |title=Britain's Historic Ships: A Complete Guide to the Ships that Shaped the Nation |date=2009 |publisher=Anova Books |isbn=978-1-84486-093-7 |url=https://books.google.com/books?id=moZ-uEETj1QC&q=SS+Great+Britain+weather+three+propeller+blades+mast&pg=PA77}}
* {{cite book |last1=Claxton |first1=Christopher |title=History and Description of the Steam-Ship Great Britain, Built at Bristol for the Great Western Steam-Ship Company |date=1845 |publisher=J. S. Homans |location=New York |oclc=02773078 |url=https://archive.org/details/historyanddescr00claxgoog}}
* {{cite book |last1=Dumpleton |first1=Bernard |last2=Miller |first2=Muriel |title=Brunel's Three Ships |date=2013 |publisher=University of Chicago Press |isbn=978-1-84150-800-9}}
* [https://archive.org/details/bha011 Farr, Grahame, ''The Steamship Great Britain'' (Bristol Historical Association pamphlets, no. 11, 1965)]
* {{cite book |last1=Fletcher |first1=R. A. |title=Steam-ships: The story of their development to the present day |url=https://archive.org/details/steamshipsstory00fletgoog |date=1910 |publisher=Sidgwick & Jackson |location=London |oclc=7384477}}
* {{cite book |last1=Fox |first1=Stephen |title=Transatlantic: Samuel Cunard, Isambard Brunel, and the Great Atlantic Steamships |date=2003 |publisher=HarperCollins |isbn=978-0-06-019595-3 |oclc=231981040 |url-access=registration |url=https://archive.org/details/transatlanticsam00foxs}}
* {{cite book |last=Gibbs |first=Charles Robert Vernon |url=https://archive.org/details/passengerlinerso00gibb |title=Passenger Liners of the Western Ocean: A Record of Atlantic Steam and Motor Passenger Vessels from 1838 to the Present Day |publisher=John De Graff |year=1957 |location=London |oclc=3775315 |url-access=registration}}
* {{cite book |last1=Haddelsey |first1=Stephen |last2=Carroll |first2=Alan |title=Operation Tabarin: Britain's Secret Wartime Expedition to Antarctica 1944–46 |date=2014 |publisher=History Press |isbn=978-0-7509-5511-9 |oclc=875866833 |url=https://books.google.com/books?id=-jBgAwAAQBAJ&q=HMS+Exeter+repair+SS+Great+Britain&pg=PP12}}
* {{cite book |last1=Maginnis |first1=Arthur J. |title=The Atlantic ferry: its ships, men, and working |url=https://archive.org/details/atlanticferryit00magigoog |date=1900 |publisher=Whittaker & co. |location=London |oclc=77121824}}
* {{cite book|last1=Reid|first1=Alexander|title=The Cabinet, or a Repository of Facts, Figures and Fancies relating to the Voyage of the "Great Britain" SS|date=1862|publisher=J. Reid|location=Melbourne}}

==Further reading==
* {{cite book |last1=Corlett |first1=Ewan C. B. |url=https://archive.org/details/ironshipstoryofb0000corl |title=The Iron Ship: Story of Brunel's SS Great Britain |publisher=Conway Maritime Press |year=1990 |isbn=978-0-85177-549-4 |edition=Revised |location=London |oclc=1280888789 |url-access=registration}}
* {{Cite journal |last=Hendrie |first=James |title=A Great British Ship |journal=[[Ships Monthly]] |pages=52–55 |date=May 2017}}

==External links==
{{Commons category|Great Britain (ship, 1843)|SS Great Britain}}
* [https://www.ssgreatbritain.org/ Official website]
* [http://www.ikbrunel.org.uk/ I. K. Brunel]
* [https://www.bbc.co.uk/bristol/in_pictures/360_panoramas/ssgreatbritain/index.shtml Panoramic tour from the BBC]
* [http://nla.gov.au/nla.news-article70464110 The Great Britain Steamer] ''Australian Town and Country Journal'', 31 December 1870, p.&nbsp;17, at [[National Library of Australia#Trove|Trove]]
* [https://www.youtube.com/watch?v=IxMlLLbY4zg BBC Chronicle 1970 – The Great Iron Ship – SS ''Great Britain'' Rescue]

{{Largest passenger ships}}
{{Brunel}}
{{Culture in Bristol}}
{{Oldest surviving ships (pre-1919)}}
{{National Historic Ships}}
{{1846 shipwrecks}}
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{{Authority control}}

{{DEFAULTSORT:Great Britain, SS}}
[[Category:Ships built in Bristol]]
[[Category:Bristol Harbourside]]
[[Category:Historic Mechanical Engineering Landmarks]]
[[Category:Museum ships in the United Kingdom]]
[[Category:Passenger ships of the United Kingdom]]
[[Category:Steamships of the United Kingdom]]
[[Category:Maritime museums in England|SS Great Britain]]
[[Category:Victorian-era merchant ships of the United Kingdom]]
[[Category:Tourist attractions in Bristol|SS Great Britain]]
[[Category:Ships designed by Isambard Kingdom Brunel]]
[[Category:Museums in Bristol]]
[[Category:Coal hulks]]
[[Category:1843 ships]]
[[Category:Ships and vessels of the National Historic Fleet]]
[[Category:Shipwrecks of the Falkland Islands]]
[[Category:1843 establishments in England]]
[[Category:Maritime incidents in October 1846]]
[[Category:Maritime incidents in December 1863]]
[[Category:Maritime incidents in May 1886]]