An Autobiography [192]
Dublin Bay. Though the force of the blow was greatly checked through the measures taken for that purpose, and indeed so much so that the vessel itself suffered no very material injury, yet several of the massive granite stones of the facing were driven some inches in, showing the enormous force used upon them. "Superior speed will be very essential to the successful action of the ram; but by the above circumstance we may assume that even a moderate speed would enable great effects to be produced, at least on any comparatively weak point of even ironclad ships, such as the rudder." ...]
In June 1870, I received a letter from Sir E. J. Reed, containing the following extracts: --"I was aware previously that plans had been proposed for constructing unarmoured steam rams, but I was not acquainted with the fact that you had put forward so well-maturerd a scheme at so early a date; and it has given me much pleasure to find that such is the case. It has been a cause both of pleasure and surprise to me to find that so long ago you incorporated into a design almost all the features which we now regard as essential to ramming efficiency--twin screws and moderate dimensions for handiness, numerous water-tight divisions for safety, and special strengthenings at the bow. Facts such as these deserve to be put on record.... Meanwhile accept my congratulations on the great skill and foresight which your ram-design displays."
Collisions at sea unhappily afford ample evidence of the fatal efficiency of the ramming principle. Even ironclad ships have not been able to withstand the destructive effect. The Vanguard and the Kurfurst now lie at the bottom of the sea in consequence of an accidental "end-on" ram from a heavy ship going at a moderate velocity. High speed in a Steam Ram is only desirable when the attempt is made to overtake an enemy's ship; but not necessary for doing its destructive work. A crash on the thick plates of the strongest Ironclad, from a Ram of 2000 tons at the speed of four miles an hour, would drive them inwards with the most fatal results.
1839. Invention of the Steam Hammer, in its general principles and details.
Described in text, p. 231.
1839. Invention of the Floating Mortar or Torpedo Ram.
For particulars and details, see Report of Torpedo Committee.
1839. A Double-faced Wedge-shaped Sluice-Valve for Main Street Water-pipes.
The late Mr. Wicksteed, engineer of the East London Water Company, having stated to me the inconvenience which had been experienced from the defects in respect of water-tightness, as well as the difficulty of opening and closing the valves of the main water-pipes in the streets, I turned my attention to the subject. The result was my contrivance of a double-faced wedge-shaped sluice-valve, which combined the desirable property of perfect water-tightness with ease of opening and closing the valve.
This was effected by a screw which raised the valve from its bearings at the first partial turn of the screw, after which there was no further resistance or friction, except the trifling friction of the screw in its nut on the upper part of the sluice-valve. When screwed down again, it closed simultaneously the end of the entrance pipe and that of the exit pipe attached to the valve case in the most effective manner.
[image]
Mr. Wicksteed was so much pleased with the simplicity and efficiency of this valve that he had it applied to all the main pipes of his Company. When its advantages became known, I received many orders from other water companies, and the valves have since come into general use. The prefixed figure will convey a clear idea of the construction. The wedge form of the double-faced valve is conspicuous as the characteristic feature of the arrangement.* [footnote... At a meeting of the Institution of Civil Engineers, May 23, 1883, when various papers were read on Waterworks, Mr. H. I. Marten observed in the course of the discussion: --"It has been stated in Mr. Gamble's paper (on the waterworks of Port Elizabeth) that the
In June 1870, I received a letter from Sir E. J. Reed, containing the following extracts: --"I was aware previously that plans had been proposed for constructing unarmoured steam rams, but I was not acquainted with the fact that you had put forward so well-maturerd a scheme at so early a date; and it has given me much pleasure to find that such is the case. It has been a cause both of pleasure and surprise to me to find that so long ago you incorporated into a design almost all the features which we now regard as essential to ramming efficiency--twin screws and moderate dimensions for handiness, numerous water-tight divisions for safety, and special strengthenings at the bow. Facts such as these deserve to be put on record.... Meanwhile accept my congratulations on the great skill and foresight which your ram-design displays."
Collisions at sea unhappily afford ample evidence of the fatal efficiency of the ramming principle. Even ironclad ships have not been able to withstand the destructive effect. The Vanguard and the Kurfurst now lie at the bottom of the sea in consequence of an accidental "end-on" ram from a heavy ship going at a moderate velocity. High speed in a Steam Ram is only desirable when the attempt is made to overtake an enemy's ship; but not necessary for doing its destructive work. A crash on the thick plates of the strongest Ironclad, from a Ram of 2000 tons at the speed of four miles an hour, would drive them inwards with the most fatal results.
1839. Invention of the Steam Hammer, in its general principles and details.
Described in text, p. 231.
1839. Invention of the Floating Mortar or Torpedo Ram.
For particulars and details, see Report of Torpedo Committee.
1839. A Double-faced Wedge-shaped Sluice-Valve for Main Street Water-pipes.
The late Mr. Wicksteed, engineer of the East London Water Company, having stated to me the inconvenience which had been experienced from the defects in respect of water-tightness, as well as the difficulty of opening and closing the valves of the main water-pipes in the streets, I turned my attention to the subject. The result was my contrivance of a double-faced wedge-shaped sluice-valve, which combined the desirable property of perfect water-tightness with ease of opening and closing the valve.
This was effected by a screw which raised the valve from its bearings at the first partial turn of the screw, after which there was no further resistance or friction, except the trifling friction of the screw in its nut on the upper part of the sluice-valve. When screwed down again, it closed simultaneously the end of the entrance pipe and that of the exit pipe attached to the valve case in the most effective manner.
[image]
Mr. Wicksteed was so much pleased with the simplicity and efficiency of this valve that he had it applied to all the main pipes of his Company. When its advantages became known, I received many orders from other water companies, and the valves have since come into general use. The prefixed figure will convey a clear idea of the construction. The wedge form of the double-faced valve is conspicuous as the characteristic feature of the arrangement.* [footnote... At a meeting of the Institution of Civil Engineers, May 23, 1883, when various papers were read on Waterworks, Mr. H. I. Marten observed in the course of the discussion: --"It has been stated in Mr. Gamble's paper (on the waterworks of Port Elizabeth) that the