1.
French ship Gloire
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Gloire, meaning glory, has been a popular name for French vessels. Launched in 1778, she was captured by the British in 1795, Gloire, the Venetian flagship galley Gloria, captured in May 1797. Gloire, a corvette Gloire, a 44-gun frigate, was captured on 25 September 1806 and was brought into British service as HMS Gloire, Gloire, a 46-gun frigate Gloire, a 52-gun frigate Gloire, the first ocean-going ironclad battleship in history. Gloire, an Amiral Aube-class armoured cruiser, the French recaptured her in 1803 and recommissioned her as the privateer Émilien, but the British recaptured her in 1807 and recommissioned her as HMS Emilien, before selling her in 1808. Gloire de Marie, an auxiliary minesweeper, Gloria in Excelsis Deo, an auxiliary patrol boat. French ship Glorieux French ship Glorieuse HMS Glory Roche, Jean-Michel, dictionnaire des bâtiments de la flotte de guerre française de Colbert à nos jours. Dictionnaire des bâtiments de la flotte de guerre française de Colbert à nos jours
2.
Glory (religion)
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Glory is used to describe the manifestation of Gods presence as perceived by humans according to the Christian religion. Glory is one of the most common words in scripture, in the Old Testament, the word is used to translate several Hebrew words, including Hod and kabod, and in the New Testament it is used to translate the Greek word doxa. The Hebrew word kabod originally means weight or heaviness, the same word is then used to express importance, honor, and majesty. Greek versions of the Hebrew Bible translated this concept with the word δόξα, doxa originally means judgment, opinion, and by extension, good reputation, honor. Assuming that these words and uses should refer to a single underlying concept, St. Augustine renders it as clara notitia cum laude, brilliant celebrity with praise. ”Moses said, “Please show me your glory. ”But, he said, “you cannot see my face, for man shall not see me. Then I will take away my hand, and you see my back. And downward from what had the appearance of his waist I saw as it were the appearance of fire, like the appearance of the bow that is in the cloud on the day of rain, so was the appearance of the brightness all around. Such was the appearance of the likeness of the glory of the Lord, and when I saw it, I fell on my face, and I heard the voice of one speaking. In the New Testament, the word is the Greek, δοξα, doxa. For example, at the nativity of Christ, In the countryside close by there were out in the fields keeping guard over their sheep during the watches of the night. An angel of the Lord stood over them and the glory of the Lord shone round them and they were terrified, but the angel said, Do not be afraid. Look, I bring you news of great joy, a joy to be shared by the whole people. In the event known as the Transfiguration of Jesus, Moses and Elijah appeared in glory with Jesus, and the disciples who witnessed this revelation, Peter, James and John, saw his glory. In the gospel of John, Jesus says that His destiny begins to be fulfilled when Judas Iscariot sets out to betray Him, Now the Son of Man is glorified, and God is glorified in Him (John 13,31. Jesus subsequently addresses a long prayer to His Father in which he says, Now, Father, glorify me with that glory I had with you before ever the world existed. Catholic doctrine asserts that the world was created as an act of Gods free will for his own glory, catholic doctrine teaches, however, that God does not seek to be glorified for his own sake, but for the sake of mankind that they may know Him. The theologian C. S. Lewis, in his essay The Weight of Glory, either glory means to me fame, or it means luminosity. He concludes that glory should be understood in the sense, but states that one should not desire fame before men
3.
Ship breaking
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It may also be known as ship dismantling, ship cracking, or ship recycling. Modern ships have a lifespan of 25 to 30 years before corrosion, metal fatigue, ship breaking allows the materials from the ship, especially steel, to be recycled and made into new products. This lowers the demand for mined iron ore and reduces energy use in the steelmaking process, equipment on board the vessel can also be reused. While ship breaking is sustainable, there are concerns about the use of poorer countries without stringent environmental legislation and it is also considered one of the worlds most dangerous industries and very labour-intensive. In 2012, roughly 1,250 ocean ships were broken down, in 2013, the world total of demolished ships amounted to 29,052,000 tonnes, 92% of which were demolished in Asia. The largest sources of ships are states of China, Greece and Germany respectively, the ship breaking yards of India, Bangladesh, China and Pakistan employ 100,000 workers as well as providing a large amount of indirect jobs. In India, the steel covers 10% of the countrys needs. As an alternative to breaking, ships may be sunk to create artificial reefs after being cleared of hazardous materials. Storage is a viable option, whether on land or afloat, though all ships will be eventually scrapped, sunk. Wooden-hulled ships were set on fire or conveniently sunk. In Tudor times, ships were dismantled and the timber re-used. This procedure was no longer applicable with the advent of metal-hulled boats, the navy vessel HMS Temeraire had her masts, stores and guns removed and her crew paid off. She was sold by Dutch auction on 16 August 1838 to John Beatson, Beatson was then faced with the task of transporting the ship 55 miles from Sheerness to Rotherhithe, the largest ship to have attempted this voyage. To accomplish this he hired two steam tugs from the Thames Steam Towing Company and employed a Rotherhithe pilot named William Scott and twenty five men to sail her up the Thames, at a cost of £58. The shipbreakers undertook a thorough dismantling, removing all the copper sheathing, rudder pintles and gudgeons, copper bolts, nails, the timber was mostly sold to house builders and shipyard owners, though some was retained for working into specialist commemorative furniture. The ships final voyage was immortalised by William Turners painting The Fighting ‘Temeraire’, in 1880, Denny Brothers of Dumbarton used scrap maritime steel in their shipbuilding. Many other nations began to purchase British ships for scrap by the late 19th century, including Germany, Italy, the Italian industry started in 1892, and the Japanese after an 1896 law had been passed to subsidise native shipbuilding. After being damaged or involved in a disaster, liner operators did not want the name of the ship to tarnish the brand of their passenger services
4.
Gloire-class ironclad
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The Gloire-class ironclads were a group of three wooden-hulled armored frigates built for the French Navy in the late 1850s and early 1860s. Gloire, the ship of the class, was the first ocean-going ironclad warship to be built by any country. Designed by the French naval architect Henri Dupuy de Lôme, the ships of the class were intended to fight in the line of battle, the ships were 77. 25–78.22 meters long, with a beam of 17 meters. They had a draft of 8.48 meters, a depth of hold of 10.67 meters and displaced 5. The ships of the class had a metacentric height of 2.1 meters. With their gun ports only 1.88 meters above the waterline and they had a crew of 570 officers and enlisted men. The ships of the Gloire class had a single horizontal return connecting-rod compound steam engine drove a six-bladed,5. 8-meter propeller. The engine was powered by eight Indret oval boilers and was designed for a capacity of 2,500 indicated horsepower, on sea trials, the ships exceeded 13 knots. They carried a maximum of 675 metric tons of coal which allowed them to steam for 4,000 kilometers at a speed of 8 knots. The Gloire-class ships were fitted with a light barquentine rig with three masts that had a sail area around 1,100 square metres. This was later changed to a ship rig of 2,500 square meters. The ships were armed with 36 Modèle 1858164. 7-millimeter rifled muzzle-loading guns,34 of which were positioned on the single gun deck in the broadside. The remaining two guns were placed on the deck as chase guns. They fired a 44. 9-kilogram shell at a velocity of only 322 meters per second. They were replaced by rifled breech-loading Modèle 1864 guns in 1868, six 240-millimeter guns were mounted in the middle of the gun deck and a pair of 194-millimeter guns replaced the original chase guns. The wooden hull was completely armoured with iron plates 120 millimeters thick. Backed by the 760-millimeter sides of the hull, the armour extended 5.4 meters above the waterline and 2.0 meters below, the Gloire-class ships had an open-topped conning tower with armour 100 millimeters thick and 10 millimeters of armour underneath the wooden upper deck. All three ships of the class had very uneventful careers, spending the bulk of their time with the Mediterranean Fleet aside from a few excursions to foreign waters, normandie supported the French intervention in Mexico in 1862, the first ironclad to cross the Atlantic
5.
Ironclad warship
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An ironclad is a steam-propelled warship protected by iron or steel armor plates used in the early part of the second half of the 19th century. The ironclad was developed as a result of the vulnerability of warships to explosive or incendiary shells. The first ironclad battleship, Gloire, was launched by the French Navy in November 1859 and this type of ship would come to be very successful in the American Civil War. Ironclads were designed for several roles, including as high seas battleships, coastal defense ships and this change was pushed forward by the development of heavier naval guns, more sophisticated steam engines, and advances in metallurgy which made steel shipbuilding possible. The quick pace of change meant that ships were obsolete as soon as they were finished. Many ironclads were built to use of the ram or the torpedo. There is no end to the ironclad period, but towards the end of the 1890s the term ironclad dropped out of use. New ships were constructed to a standard pattern and designated battleships or armored cruisers. The ironclad became technically feasible and tactically necessary because of developments in shipbuilding in the first half of the 19th century. According to naval historian J. Richard Hill, The had three characteristics, a metal-skinned hull, steam propulsion and a main armament of guns capable of firing explosive shells. It is only when all three characteristics are present that a ship can properly be called an ironclad. Each of these developments was introduced separately in the decade before the first ironclads, in the 18th and early 19th centuries fleets had relied on two types of major warship, the ship of the line and the frigate. The first major change to these types was the introduction of power for propulsion. While paddle steamer warships had been used from the 1830s onwards, steam-powered screw frigates were built in the mid-1840s, and at the end of the decade the French Navy introduced steam power to its line of battle. The desire for change came from the ambition of Napoleon III to gain influence in Europe. The first purpose-built steam battleship was the 90-gun Napoléon in 1850, the introduction of the steam ship-of-the-line led to a building competition between France and Britain. Eight sister ships to Napoléon were built in France over a period of ten years, altogether, France built ten new wooden steam battleships and converted 28 from older ships of the line, while the United Kingdom built 18 and converted 41. The era of the wooden steam ship-of-the-line was brief, because of new, in the 1820s and 1830s, warships began to mount increasingly heavy guns, replacing 18- and 24-pounder guns with 32-pounders on sailing ships-of-the-line and introducing 68-pounders on steamers
6.
Horsepower
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Horsepower is a unit of measurement of power. There are many different standards and types of horsepower, two common definitions being used today are the mechanical horsepower, which is approximately 746 watts, and the metric horsepower, which is approximately 735.5 watts. The term was adopted in the late 18th century by Scottish engineer James Watt to compare the output of engines with the power of draft horses. It was later expanded to include the power of other types of piston engines, as well as turbines, electric motors. The definition of the unit varied among geographical regions, most countries now use the SI unit watt for measurement of power. With the implementation of the EU Directive 80/181/EEC on January 1,2010, units called horsepower have differing definitions, The mechanical horsepower, also known as imperial horsepower equals approximately 745.7 watts. It was defined originally as exactly 550 foot-pounds per second [745.7 N. m/s), the metric horsepower equals approximately 735.5 watts. It was defined originally as 75 kgf-m per second is approximately equivalent to 735.5 watts, the Pferdestärke PS is a name for a group of similar power measurements used in Germany around the end of the 19th century, all of about one metric horsepower in size. The boiler horsepower equals 9809.5 watts and it was used for rating steam boilers and is equivalent to 34.5 pounds of water evaporated per hour at 212 degrees Fahrenheit. One horsepower for rating electric motors is equal to 746 watts, one horsepower for rating Continental European electric motors is equal to 735 watts. Continental European electric motors used to have dual ratings, one British Royal Automobile Club horsepower can equal a range of values based on estimates of several engine dimensions. It is one of the tax horsepower systems adopted around Europe, the development of the steam engine provided a reason to compare the output of horses with that of the engines that could replace them. He had previously agreed to take royalties of one third of the savings in coal from the older Newcomen steam engines and this royalty scheme did not work with customers who did not have existing steam engines but used horses instead. Watt determined that a horse could turn a mill wheel 144 times in an hour, the wheel was 12 feet in radius, therefore, the horse travelled 2.4 × 2π ×12 feet in one minute. Watt judged that the horse could pull with a force of 180 pounds-force. So, P = W t = F d t =180 l b f ×2.4 ×2 π ×12 f t 1 m i n =32,572 f t ⋅ l b f m i n. Watt defined and calculated the horsepower as 32,572 ft·lbf/min, Watt determined that a pony could lift an average 220 lbf 100 ft per minute over a four-hour working shift. Watt then judged a horse was 50% more powerful than a pony, engineering in History recounts that John Smeaton initially estimated that a horse could produce 22,916 foot-pounds per minute
7.
Boiler
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A boiler is a closed vessel in which water or other fluid is heated. The fluid does not necessarily boil, the heated or vaporized fluid exits the boiler for use in various processes or heating applications, including water heating, central heating, boiler-based power generation, cooking, and sanitation. The pressure vessel of a boiler is usually made of steel, stainless steel, especially of the austenitic types, is not used in wetted parts of boilers due to corrosion and stress corrosion cracking. In live steam models, copper or brass is used because it is more easily fabricated in smaller size boilers. For much of the Victorian age of steam, the material used for boilermaking was the highest grade of wrought iron. In the 20th century, design practice instead moved towards the use of steel, which is stronger and cheaper, with welded construction, which is quicker and requires less labour. It should be noted, however, that wrought iron boilers corrode far slower than their steel counterparts. This makes the longevity of older wrought-iron boilers far superior to those of welded steel boilers, cast iron may be used for the heating vessel of domestic water heaters. Although such heaters are usually termed boilers in some countries, their purpose is usually to produce hot water, not steam, the brittleness of cast iron makes it impractical for high-pressure steam boilers. The source of heat for a boiler is combustion of any of several fuels, such as wood, coal, oil, electric steam boilers use resistance- or immersion-type heating elements. Nuclear fission is used as a heat source for generating steam, either directly or, in most cases. Heat recovery steam generators use the heat rejected from other such as gas turbine. 18th century Haycock boilers generally produced and stored large volumes of very low-pressure steam and these could burn wood or most often, coal. Flued boiler with one or two large flues—an early type or forerunner of fire-tube boiler, fire-tube boiler, Here, water partially fills a boiler barrel with a small volume left above to accommodate the steam. This is the type of boiler used in nearly all steam locomotives, the heat source is inside a furnace or firebox that has to be kept permanently surrounded by the water in order to maintain the temperature of the heating surface below the boiling point. Fire-tube boilers usually have a low rate of steam production. Fire-tube boilers mostly burn solid fuels, but are adaptable to those of the liquid or gas variety. Water-tube boiler, In this type, tubes filled with water are arranged inside a furnace in a number of possible configurations and this type generally gives high steam production rates, but less storage capacity than the above
8.
Marine steam engine
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A marine steam engine is a steam engine that is used to power a ship or boat. Reciprocating steam engines were replaced in marine applications during the 20th century by steam turbines. The first commercially successful engine was developed by Thomas Newcomen in 1712. The steam engine improvements brought forth by James Watt in the half of the 18th century greatly improved steam engine efficiency. In 1807, the American Robert Fulton built the worlds first commercially successful steamboat, simply known as the North River Steamboat, following Fultons success, steamboat technology developed rapidly on both sides of the Atlantic. The first successful transatlantic crossing by a steamship occurred in 1819 when Savannah sailed from Savannah, Georgia to Liverpool, the first steamship to make regular transatlantic crossings was the sidewheel steamer Great Western in 1838. As the 19th century progressed, marine engines and steamship technology developed alongside each other. A wide variety of reciprocating steam engines were developed over the course of the 19th century. The two main methods of classifying such engines are by connection mechanism and cylinder technology, most early marine engines had the same cylinder technology but a number of different methods of supplying power to the crankshaft were in use. Thus, early engines are classified mostly according to their connection mechanism. Some common connection mechanisms were side-lever, steeple, walking beam, however, steam engines can also be classified according to their cylinder technology. One can therefore sometimes find examples of engines which were classified under both methods, such as the walking beam. Over time, as most engines became direct-acting but cylinder technologies were growing more complex, Some of the more commonly encountered types of marine steam engine are listed in the following sections. Note that not all of these terms may have been used exclusively in relation to marine applications, the side-lever engine was the first type of steam engine to be widely adopted for marine use in Europe. The side-lever was an adaptation of the earliest form of steam engine and these levers extended, on the cylinder side, to each side of the bottom of the vertical engine cylinder. A piston rod, connected vertically to the piston, extended out of the top of the cylinder and this rod attached to a horizontal crosshead which, at each end, was connected to vertical rods. These rods connected down to the levers on each side of the cylinder and this formed the connection of the levers to the piston on the cylinder side of the engine. The other side of the levers were connected to each other with a horizontal crosstail and this crosstail in turn connected to and operated a single connecting rod, which turned the crankshaft
9.
Barquentine
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A barquentine or schooner barque is a sailing vessel with three or more masts, with a square rigged foremast and fore-and-aft rigged main, mizzen and any other masts. The term barquentine is 17th century in origin, formed from barque in imitation of brigantine, a two-masted vessel square-rigged only on the forward mast, concordia, a sail training ship that capsized and sank on 17 February 2010. Mercator of 1932, Belgian training ship, transit, an experimental design of 1800 that could be worked entirely from the deck. Many smaller ships of the late 19th century Royal Navy were rigged as barquentines, endurance, commanded by Sir Ernest Shackleton and crushed by ice in the Weddell Sea during the Imperial Trans-Antarctic Expedition of 1914–17. Esmeralda, a training ship of the Chilean Navy. Polish-built Pogoria class sail training ships, Pogoria, Kaliakra and Iskra, thor-Heyerdahl Southern Swan, tall ship from 1922 re-rigged as a Barquentine from its original rigging as a Schooner. Sails on Sydney Harbour for cruises, juan Sebastián Elcano 1927 Photo gallery of barquentine Jadran Training Ship
10.
Knot (unit)
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The knot is a unit of speed equal to one nautical mile per hour, approximately 1.151 mph. The ISO Standard symbol for the knot is kn, the same symbol is preferred by the IEEE, kt is also common. The knot is a unit that is accepted for use with the SI. Etymologically, the term derives from counting the number of knots in the line that unspooled from the reel of a log in a specific time. 1 international knot =1 nautical mile per hour,1.852 kilometres per hour,0.514 metres per second,1.151 miles per hour,20.254 inches per second,1852 m is the length of the internationally agreed nautical mile. The US adopted the definition in 1954, having previously used the US nautical mile. The UK adopted the international nautical mile definition in 1970, having used the UK Admiralty nautical mile. The speeds of vessels relative to the fluids in which they travel are measured in knots, for consistency, the speeds of navigational fluids are also measured in knots. Thus, speed over the ground and rate of progress towards a distant point are given in knots. Until the mid-19th century, vessel speed at sea was measured using a chip log, the chip log was cast over the stern of the moving vessel and the line allowed to pay out. Knots placed at a distance of 8 fathoms -47 feet 3 inches from each other, passed through a sailors fingers, the knot count would be reported and used in the sailing masters dead reckoning and navigation. This method gives a value for the knot of 20.25 in/s, the difference from the modern definition is less than 0. 02%. On a chart of the North Atlantic, the scale varies by a factor of two from Florida to Greenland, a single graphic scale, of the sort on many maps, would therefore be useless on such a chart. Recent British Admiralty charts have a latitude scale down the middle to make this even easier, speed is sometimes incorrectly expressed as knots per hour, which is in fact a measure of acceleration. Prior to 1969, airworthiness standards for aircraft in the United States Federal Aviation Regulations specified that distances were to be in statute miles. In 1969, these standards were amended to specify that distances were to be in nautical miles. At 11000 m, an airspeed of 300 kn may correspond to a true airspeed of 500 kn in standard conditions. Beaufort scale Hull speed, which deals with theoretical estimates of maximum speed of displacement hulls Knot count Knotted cord Metre per second Orders of magnitude Rope Kemp
France
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French weapons of the 19th century
