Friday, 19 December 2014

How it was first achieved - fast information between Europe and America

The following extract from an account of the very exciting story of the laying of the, Greenwich made, Atlantic cable, comes from "Wonders of World Engineering" Part 46 1938.  The first part of the article is missing (I don't have Part 45!) - but the story picks up when it has been decided to make the cable and to lay it across the Atlantic Ocean ----   read on ------
Bitter experience was to prove the correctness of the engineer's original estimate. The cable, as it was built, had a central core made up of seven strands of copper wire, having a combined thickness equal to No. 14 gauge. Manufacture of the cable began in February 1857. The copper core with its insulation of gutta-percha was surrounded by hemp saturated with pitch, tar, wax and linseed oil, and finally armoured on the outside with eighteen strands of iron wire rope, each strand containing seven wires and having a diameter equal to No. 14 gauge.
This cable was then drawn, finally, through a fresh mixture of tar. Thus finished, it weighed 1 ton per sea mile in air, and no more than 134 cwt per sea mile in salt water. The shoreward ends of the cable were much more  heavily armoured than the main section,  the sheathing consisting of twelve  No. 0 gauge wires, giving it a weight of  9 tons per mile. This heavy sheathing was adopted for ten miles at the Irish end and for fifteen miles at the Newfoundland end. Even so, it was found in the light of subsequent practice that this was barely half the amount of armouring needed over these sections. 

The contract allowed only four months for the spinning and assembly of the entire cable, which was to be ready by June 1857. About 20,500 miles of copper wire were needed for the 2,500 miles of cable, all but 300 tons of gutta-percha, and for the sheathing 367,000 miles of wire had to be drawn from 1,687 tons of charcoal iron, this being laid up into 50,000 miles of strand. The contract price for the whole cable came to £225,000, the core costing £40 and the armoured sheathing £50 a mile. 
Cable Snaps in Mid-Ocean 

 As the cable was manufactured, each finished length was coiled and stowed in a huge circular tank, in readiness for shipment. Bright and Whitehouse were much harassed by the absurdly short time allowed them, the result of an unlucky arrangement with business interests on the other side of the Atlantic. Within that short while they had also to devise apparatus for paying out the cable, and to choose cable ships.  The Admiralty and the United States Government each offered a ship for cable-laying, the British ship being the warship Agamemnon, and the American the steam frigate Niagara. 
H.M.S. Agamemnon was a screw steamer of what was then the latest design. She had spacious hold space, essential for a cable ship. As auxiliaries,  the U.S. Navy provided the paddle frigate, Susquehanna, and the Admiralty,  H.M.S. Leopard and H.M.S. Cyclops  - the latter a sounding vessel. Paying-out machines were fitted to the Agamemnon and the Niagara, and to prevent  the screws from damaging the cable  should it come in contact with them by  accident, the screws were shielded by  strange looking external guards, which  the men promptly nicknamed "crinolines," after the items of feminine  equipment then in fashion. 

Loading of the two cable ships-the Agamemnon in the Thames and the Niagara in the Mersey took place during the first three weeks of July 1857, and its completion was signalized by great celebrations on the part of all concerned. The two vessels, with their precious freight, met at Queenstown (now Cobh) on July 30. The ends of their respective coiled cables were temporarily joined and messages were flashed through the entire length of the Atlantic cable. 
The story of how the Agamemnon and the Niagara tried, and tried again, and eventually did lay the cable, is one of the greatest in the annals of shipping.  The European end was landed on August 5, 1857. Bright wanted the two ships to meet in mid-ocean, where the two ends of the cable were to be spliced. The vessels were then to steam away from each other, the Agamemnon towards Ireland and the Niagara towards Newfoundland. Once again his better judgment was set aside. The directors decreed that the Niagara should lay the cable from Valentia to a point in the middle of the Atlantic, whence the Agamemnon should continue the work until she reached the American side. 

After one false start, the ships got away properly, telegraphing back to the shore messages of their progress. The start was made on August 6. Day after day, in beautiful weather, the laying went on. By 3.45 p.m. on August 11, Niagara had laid 380 miles of cable, transmission of signals through it being perfect all the time. Then, on that fateful afternoon, the cable, now going down into depths sounded at 2,000 fathoms (12,000 feet), suddenly snapped. The work of the Niagara, inaugurated with such rejoicings, had suddenly finished in an anti-climax. 
The disconsolate "Wire Squadron” steamed to Plymouth. Later Bright went to Valentia Harbour with a little paddle steamer, and succeeded in recovering about fifty miles of the lost cable. New capital had to be raised,  under great difficulties, for the public  was fighting shyer than ever of this  admittedly risky enterprise, and Bright  resolutely set himself to devise some  better means for paying out the cable.    
The existing apparatus had been the same as that used for laying short-distance sections, to which the peculiar difficulties entailed by the vast depths and distances of the Atlantic did not apply. Bright fitted a brake in which a lever exercised a constant holding power that remained in perfect proportion to the weight attached to it. He also rigged a dynamometer which controlled and indicated the strain entailed by paying out. Moreover, experiments were conducted by Professor Thomson to test the conductivity of the copper strands, so that all copper wire below a certain standard of conductivity was rejected. This was the first example of organized conductor testing to be carried out in a cable factory. 

Another Set-Back 
By the end of May 1858, 3,000 miles of cable were coiled- in the two ships.  This time Bright's' original plan for  splicing the two ends and allowing the  two ships to steam away from each  other was adopted, and successful  trials of this arrangement took place in the Bay of Biscay on May 31, 1858.  On June 3 the ships set sail for a mid- ocean rendezvous. There followed an appalling storm, in which the Agamemnon nearly capsized. As it was, part of her precious cargo shifted, as did a     large proportion of her coal. Many of her crew were injured, and timbers were started all over the vessel, so that her cabins were swimming in water for days on end. It was only by a series of fortunate events that the battered Agamemnon, on June 25, was able to rejoin the Niagara and the assistant vessels, which were this time the Gorgon and the Valourous. 

 On the following morning, the Niagara’s cable was conveyed on board the Aqamemnon and the splice was made.  After all the disappointments which had gone before, a gloom seemed to have settled over everyone, and there was no celebration beyond the binding of a lucky sixpence into the cable.  The cable broke when the two ships had each paid out three miles of it. 
The vessels joined each other again and a fresh splice was made. ‘Once again they steamed slowly apart.  Everything worked beautifully until 3.40 a.m. on June 27, when Professor Thomson reported that current had  ceased to flow in the cable, "A gun and a blue light," reported a newspaper,  "warned the Valourous of what had  happened ... and that the' first part  of the Atlantic Cable had been laid  and effectually lost." 

Each vessel carried a considerable spare mileage of cable, against accidents of this kind. The arrangement was that they should continue operations until 250 miles of cable had been lost, after which both were to return to Ireland. Once  again the Agamemnon and  the Niagara returned to the  rendezvous, and once again the wearisome and by now quite unceremonial business  of splicing the two ends was gone through. That was on June 28. There had been no fault on either vessel. The cable had parted mysteriously and completely somewhere down in the pitch darkness of the miles-deep Atlantic disheartening to think of Nature being the enemy. There was something beyond soft and harmless ooze down there in the black Atlantic deeps. 
The two ships headed away from each other, and, as before, everything went as smoothly as possible. Yet nobody yet dared to dream of success. Sure enough, when the Agamemnon had laid 146 miles of cable, another break took place. She returned to the rendezvous, but the master of the Niagara had decided that the limit had been reached.  The Niagara reached Ireland on July 5, and on July 12 the disconsolate company of the Agamemnon also reached port. 

The fate of the Atlantic cable now hung in the balance. The chairman of the company advised abandonment of the whole enterprise. Only the original projectors still kept faith. On July 17, 1858, the squadron once again left Valentia Harbour. Their move was described as “a mad freak of stubborn ignorance,” among other epithets, and was" regarded with mixed feelings of derision and pity."  Yet this time they succeeded.  On July 29, the splice was made, and for the last time the cable sank into the depths, weighted with a 32 lb shot. This significant act was watched without enthusiasm by the dejected company. Cautiously the two ships steamed away, one eastward and the other westwards, with their companion vessels in attendance. In the afternoon, a large whale, making straight for the cable, passed the Agamemnon. Every one held his breath, while the huge animal swam under the stern, just grazing the cable, but doing no damage.  There was one bad scare - through a sudden cessation of electrical continuity, but this was later found to have been due to a defect in the apparatus on the Niagara. 
Ireland and Newfoundland United 

ON July 31 a gale blew up, and for three days it was expected that the cable would part as the stern of the labouring vessel pitched upwards. On  August 2, the Agamemnon narrowly  missed collision with an American  schooner, the Chieftain, which bore right  down on her with no other object than  to see what she was doing., One other accident was narrowly avoided through  similar ignorance on the part of another  vessel. On the morning of August 5, the mountains of Kerry rose high before the Agamemnon, and at 3 p.m. on the afternoon of that day, Bright himself brought the cable ashore. 
At the other end, the Niagara met with no storms, whales or mismanaged schooners, but a certain amount of anxiety was caused by large icebergs on the Grand Banks. She dropped anchor in Trinity Bay, Newfoundland, on August 5, and the cable was carried ashore. 

Great enthusiasm greeted the long- last completion of the arduous and doubtful task. Engineers and navigators alike were feted on both sides of the Atlantic, though what they all felt they needed was a complete rest over an indefinitely long period. A few days later, Bright was knighted by the Lord Lieutenant of Ireland, in the absence of Queen Victoria. Bright was just twenty- six years of age at the time. 
Now came the second tragedy. Wildman Whitehouse used currents at a high tension and the simple insulation was insufficient to bear the strain. Signals grew weaker, and to strengthen them the voltage was increased, thereby hastening the end of the cable which had cost so much pain and time to lie.  For a brief period, the cable showed the world how man's communications could make nothing of distance. Then the signals began to fade. They grew fainter and fainter. They became so weak as to be unintelligible. The great Atlantic cable was dead. 

Tests suggested that the main leak in the cable was situated about 300 miles west of Ireland at a depth of about two miles. There appeared to be no fracture of the cable, as it was still possible to pass weak currents through it. Whitehouse's huge 5-feet induction coils had wrecked the cable. Sir Charles Bright compared the usage it had received to getting up high-pressure steam in a low-pressure boiler. 
It was the year 1865 that saw the laying of the first successful Atlantic cable. The type of cable adopted, on  the recommendation of Sir Charles  Bright and others who were called into  consultation, consisted of an armoured  copper core, the armour consisting of  iron wire, each separate strand being  encased in hemp.  The weight of conductor and insulator came to 300 lb and 400 lb. per mile respectively. 

As for the laying of this cable, it was decided that one vessel should accomplish it throughout. In all the world there was only one ship large enough to carry the whole cable. That ship was Brunei’s premature giant, the Great Eastern, of 27,384 tons displacement. Cable-laying activities came to provide the one bright chapter in her undeservedly sad history. She was the perfect cable ship, at least by contemporary standards. The cable was shipped on board the Great Eastern at Greenwich, and on July 23, 1865, she left for the south of Ireland. At the point where the shore cable had already been laid by the steamer Caroline, the Great Eastern effected a connexion.  Then, accompanied by H.M.S. Terrible and H.M.S. Sphinx, she turned her head towards the open sea. A fault in the cable was discovered when the great ship had paid out about eighty-four miles. After about ten and a half miles had been hauled in again the faulty section was cut out. The cable was spliced again and paying out was resumed. The defect consisted of an iron wire perforating the cable through from one side to the other.  When 716 miles had been laid, the same thing occurred again, and the fault was the same also. This happened a third time when the ship was two-thirds of the way across, having laid 1,186 miles of cable. 
Average Depth of 1,400 Fathoms 

A FAR more serious mishap occurred one day. There was a heavy swell and, to add to, existing troubles, a breakdown took place on board. The cable was damaged by the movement of the steamer and, before this additional trouble could be remedied, the cable had parted and disappeared into the depths. 
Repeated efforts were made to fish for it with grapnels, but without avail.  The grapnels had succeeded in hooking the cable, however; it was the rope that broke. All was not lost, however. The Atlantic Telegraph Company, which had sponsored this first attempt, was absorbed into a new concern, the Anglo- American Telegraph Company. 

For the purpose of grappling the lost cable, twenty miles of rope, composed of forty-nine hemp-covered iron wires, were provided. The Great Eastern had her single screw covered by a "crinoline" (she had both paddle and screw, propulsion), and the hauling-in machinery consisted of two drums driven by a pair of 70 horse-power steam engines. On June 30, 1866, the Great Eastern, followed by the auxiliaries Medway and Albany, arrived at Valentia Harbour, where the ships were met by H.M.S. Terrible and by H.M.S. Racoon. The Great Eastern took the shore cable on board on July 13 and headed for the open sea.  Fourteen days later, the great steamer arrived off Trinity Bay, Newfoundland, having laid 1,852 sea miles of cable, at an average depth of 1,400 fathoms. 
On August 13 the, Great Eastern, once more in mid-Atlantic, began dragging operations for the lost 1865 cable.  Several times it was hooked, only to be lost before it could be shipped. Yet on August 31 the cable was successfully brought on board, when the grapnel had been lowered for the thirtieth time. The cable had been hooked at a depth of two miles. This message was shortly after flashed through the previously lost cable to the listening operators in Ireland, who had almost given up hope “ship to shore. I have much pleasure, in speaking to you through the 1865 cable. Just going to make splice.”

Such was the beginning 'of the history of inter-continental communications.  The Atlantic cable pioneers, in the face of so much that was discouraging, even heart-breaking, persevered to bring about one of the most revolutionary innovations of modern times. It is a story in which all concerned acquitted themselves brilliantly. 

... and just remember all this as you routinely receive almost instant web site information and much else from America  - it is still passing through cables to reach you. 

Saturday, 13 December 2014

Cable ship Faraday.

A tweeter has put out today a picture of Cable Ship Faraday off Charlton
I promised to put out more information - and I am sorry - this is direct quotations from books rather than something original written. 

First of all - Stewart says:
"There were two cable ships named Faraday both owned by Siemens Brothers, the picture shows this vessel moored off the Siemens Brothers factory in Charlton.  This two funnelled ship is Faraday (1), Faraday (2) only had one funnel. Your enthusiast’s picture must be pre 1924
There is quite a bit about her in Haigh pages 67-69  (K.R.Haigh  Cableships and Submarine Cables. STC 1968)   This says
Built in 1874 by C Mitchell and Company Ltd, Newcastle.  Length = 360ft Breadth = 52ft Height Overall = 40ft Gross tonnage = 5,052.  She was one of the first vessels to be fitted with  twin screws driven by a compound steam engine.  She also had a fairly unique bow rudder for increase manoeuvrability at slow speed.  Both of this innovations were conceived by William Siemens.  She had 3 cable tanks that could carry  400 + 800 + 800nm of cable, a total lift capability of 2,000nm (3,710km). n 1909 she underwent major reconstruction work and in 1924 she was sold for scrap but her one inch iron plates proved too tough for the breakers to deal with and she was sold on as a coal hulk in Algiers where she was known as Analcoal and owned by the Anglo-Algiers Coaling Company.  In 1931 she was towed to Gibraltar to continue her role as a coal hulk and in 1941 she was moved to Sierra Leone where she did service as a naval stores ship.  Finally she was towed back to a South Wales breakers in 1950".

................ and Bill (in America) says:

I see Stewart has provided some good information while I was asleep!
But it's always worth checking my site if you need a quick answer:

The search box at the top of the main page and the bottom of most other
pages is the fastest way to find anything.
.................... I also found a history of Siemens with quite a bit in it about Faraday 1 (J.D.Scott  Siemens Brothers 1856-1958 Weidenfeld and Nicholson 1958).
"In 1874 there was launched the firms own cable laying ship, the Faraday, a vessel especially designed for cable laying by William Siemens himself in collaboration with his friend William Froude, the great pioneer in design of ships' hulls.The Faraday was a vessel with a gross tonnage of 4,908 a length of 360 feet, a beam of 52 feet  and a depth of 35 feet. She was built upon the principle of a whale boat; that is to say that she had bows at each end, and was thus particularly well adapted for the close manoaeuvering required in laying cables. Also, in aid oc manoeuvrability she had twin screws, a very early example of a ship so built. She was in fact 'built round the cable' in every way.  In order to give a large deck space her two funnels were abreast of one another and in order to cut down rolloing, 'Mr Froude suggested that there should be two enormous bilge keels instead of an ordinary keel  ... in fact she was remarkably successful ..throughout her long life she had the reputation of being a lucky ship.  The Faraday excited great interest and there are many descriptions of her. See Trans.Inst. Nav. Arch. Vo XVII 1876 Bright C. op cit pp 162-3 and the newspapers of the period.
can probably find more.

Wednesday, 10 December 2014

Book reviews, contacts and so on

LOTS OF BITS AND PIECES - things which have just come out and things I should have listed down a long time ago - so

Industrial Archaeology News - this (national) publication normally has very little about South East London BUT the Winter 2014 edition has major items on Greenwich  - an article by  Alan Burkitt Gray on 'Campaign to save Enderby House, the Birthplace of International Telecommunications'  and also an article by - er - me - 'Restoring the Greenwich Foot Tunnel'.  The website is  I have been unable to get any offprints - but they have agreed I can do a PDF of the articles. So if you want a copy I am

Vickery - were a firm based in Norman Road which made a paper cutting device.  I do intend to put a few notes here soon, but if you know anything about the firm, please get in touch

Gutta Percha Works in Crooms Hill - any info out there about this??

London's Industrial Archaeology No.11.  (should have put this info out years ago).  This is a journal article and very substantial about 'The Kings Yard: Archaeological Investigations at Convoy's Wharf Deptford 2000-2012' by Duncan Hawkins.  The GLIAS web site should give details about how you can buy copies of this.

Lewisham History Journal.  no.20 2012 has an article on the Macmillan Sisters and the 'Deptford Welfare Experiment'

New book 'The Windmills of North West Kent and Kentish London' - which of course includes Blackheath and Greenwich. published by Stenlake and Co and by Rob Cumming.

That's all - but here's a little non-industrial snippet.  In 1916 a German Zeppelin was shot down at Cuffley in Hertfordshire.  It was a big thing at the time - the only tourist attraction Cuffley has ever had - and there is a memorial to it there.  The commander of the Zeppelin was Hauptmann Wilhelm Schramm - and now while he was clearly very German you might be interested to know that he was born in Charlton and lived there until he was 15 (his Dad worked for Siemens).
Oh well.