The condensers were made of wrought iron, being in fact part of the frame of the ship. The main shaft of the engine had a crank at either end of it, and was made hollow, a stream of water being kept running through it so as to prevent heating in the bearings. An important point in the design was the method by which the motion was transmitted from the engine-shaft to the screw-shaft, for the screw was arranged to go three revolutions to each revolution of the engines. Where the engines do not drive the screw directly, this is now universally effected by means of toothed gearing; but, when the engines of the ‘Great Britain’ were made, it was thought that this arrangement would be too jarring and noisy. After much consideration, chains were used, working round different-sized drums with notches in them, into which fitted projections on the chains. The greater part of the length of the screw-shaft consisted of a hollow wrought-iron boiler-plate tube, the metal being thus very advantageously placed for taking torsional strain, and the shaft was in this way made very light. The engines were designed to work expansively, the steam being cut off at one-sixth of the stroke. The completion of the ‘Great Britain’ was delayed many months, owing to the financial difficulties in which the Great Western Steam-Ship Company had become involved; the profit on working the ‘Great Western’ having been seriously diminished in consequence of the competition of the Cunard steamers. At length, however, the ship was finished; and she was floated out of dock into the Floating Harbour on July 19, 1843, in the presence of His Royal Highness Prince Albert. This seems a fitting place to insert the following letter from Mr. Brunel to Mr. Guppy, written at the beginning of August 1843:-- I have been thinking a great deal of your plans for iron-ship building, and have come to a conclusion which I believe agrees with your ideas; but I will state mine without reference to yours. At bottom and at top I would give _longitudinal_ strength and stiffness, gaining the latter by the former, so that all the metal used should add to the _longitudinal tie_, while in the neutral axis and along the sides, and to resist swells from seas, I would have vertical strength by ribs and shelf-pieces, thus: the black lines being sections of longitudinal pieces, the dotted lines vertical and transverse diagonal plates, throwing the metal as much as possible into the outside bottom plates, and getting the strength inside by form, that is, depth of beams, &c., the former being liable to injury from blows, &c., the latter being protected. [Illustration: [Fig. 14.]] And now for the screw of which I am constantly thinking, and in the success of which for the ‘Great Britain,’ remember, I am even more deeply interested than you.