IMPROVEMENTS IN THE CONSTRUCTION OF SHIPS AND BOATS OF ALL FORMS & KINDS, OR OF PARTS OF BOTH THEREOF, FOR THE BETTER PRESERVATION OF LIFE AND PROPERTY AT SEA. AND FOR THE BETTER CONTROL OF ALL VESSELS UNDER DIFFICULTIES." PROVISIONAL SPECIFICATION
Year: 1878

page_text: LETTERS PATENT to Harry Robert Newton, of 43, Seymour St., Hyde Park,
London, in the County of Middlesex, for the Invention of "IMPROVEMENTS IN
THE CONSTRUCTION OF SHIPS AND BOATS OF ALL FORMS & KINDS, OR OF PARTS
OF BOTH THEREOF, FOR THE BETTER PRESERVATION OF LIFE AND PROPERTY AT
SEA. AND FOR THE BETTER CONTROL OF ALL VESSELS UNDER DIFFICULTIES."
PROVISIONAL SPECIFICATION loft by the said Harry Robert Newton at
the Office of the Commissioners of Patents on the 25th June 1878.
HARRY ROBERT NEWTON, of 43, Seymour St., Hyde Park, London, in the County
of Middlesex. "IMPROVEMENTS IN THE CONSTRUCTION OF SHIPS AND BOATS OF
ALL FORMS & KINDS, OR OF PARTS OF BOTH THEREOF, FOR THE BETTER PRE-
SERVATION OF LIFE AND PROPERTY AT SEA, AND FOR THE BETTER CONTROL
OF ALL VESSELS UNDER DIFFICULTIES."
My said Invention consists in arranging, dividing, and subdividing as often as
desirable the said ships and boats, or parts thereof, into distinct detachinents,
horizontally and vertically, so that they can be put together seperately by a com-
bination of relieving screws and bolts, or partly constructed solidly and partly
seperately, as the case may be, enabling those parts constructed seperately to be
detached immediately on danger arising, or when or for whatsoever purpose
required.
The Invention likewise consists in forming all divisions and subdivisions or any
parts thereof with distinct, detached, and seperate entrances, hatchways, and
openings, with enclosing doors or flaps, self-shutting or otherwise, so that the vessel
and all portions thereof being always in all other respects battened down water-
tight. On the occasion of an accident of any kind, or damage to any subdivision,
no orders can be required to be given, or have to be carried out, or additional precau-
tion taken for further securing such compartments, the damage being localized to the
injured part or parts, thereby in case of leakage facilitating pumping operations, to

page_text: ascertain whether the damaged part is to be left to itself, or is capable of being kept
free of water.
For the further carrying out of this purpose no port holes or apertures, except
fixed glazed ones for light, nor openings for ventilation are formed in the sides of
any vessel, or parts thereof (except port holes for ships of war in action), but venti-
lation is admitted continuously by as many open tubes as is necessary from the
upper deck level, or any lower point above water-line, and extending variously as
required down to the lowest portion of the hold, with the heads and feet of such
tubes bent up or down at both extremities, so that single or double, inside or
outside, attached or detached valves or floats working in a guiding box, traveller,
cylinder, or perforation, or wirework may rise or fall according to circumstances
and the motion of the vessel; and which system of valves is likewise arranged to
all hatchways, skylights, entrances, openings, shafts, and tubes of whatsoever kind
elsewhere, with hoods, and shields, and catch drafts, where applicable, and which
system, down to the bottom of the hold or engine or boiler space, would conduct air
to or from any particular locality, as well as be made to draw off the atmosphere as
required from the sleeping cabins & saloons, as well as ventilate all and every
compartment and subdivision throughout the vessel.
For the further management and steadying of vessels an arrangement is made for
false keels, of either a weighting or a buoyant character, lifting up and down by
chain or other cables, as well as being otherwise detachable, as also a further
arrangement for and the protecting of an elongated horizontal continuous screw,
travelling in its own channel formed in the bottoin of the vessel; and, further, that
the water way may be unimpeded, ships can be fore and aft arranged and constructed
on similar lines, enabling the screw to work equally backwards and forewards, facili-
tating steerage power, and the ready discharge of any portion required to be detached.
Beyond this double steerage is provided at both ends on either side of water channel;
the several parts of all of which foregoing are applicable to other useful purposes, as for
instance, on the detachment of any part or parts above water-line. Tlic vessel
being relieved of the weight thereof has a relative amount of additional buoyancy,
and the buoyant quality of the detached portion or portions, and their impermica-
bility to water, would enable them to retain a lifting or floating power to be applied
to any portion of the vessel by their connection with chain cables to combined
relieving screws and bolts, forming part of the construction of the vessel, or any
detached portion, or specially placed, or attached to any portion of the vessel, or any
detached part, for such required purposes, or for every other and all contingencies
that vessels are liable to.
Furthermore, the general principle is applicable to all classes of shipping, and is
capable of regulating and adjusting the freeboard of a vessel, the construction as
well as the principle being equally applicable to all requirements.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Harry Robert Newton in the Great Seal Patent Office on the 24th
December 1878.
HARRY ROBERT NEWTON, of 43, Seymour Street, Hyde Park, London, in tho
County of Middlesex. "IMPROVEMENTS IN THE CONSTRUCTION OF SHIPS AND
BOATS OF ALL FORMS AND KINDS, OR PARTS OF BOTH THEREOF, FOR THE BETTER-
PRESERVATION OF LIFE AND PROPERTY AT SEA, AND FOR THE BETTER CONTROUL
OF ALL VESSELS UNDER DIFFICULTIES."
My said Invention consists in arranging, dividing, and subdividing as often as
desirable the said ships and boats, or parts thoreof, into distinct detachments,
horizontally and vertically, so that they can be put together seperately by a com-
bination of relieving screws and bolts, or partly constructed solidly and partly
seperately, as the case may be, enabling those parts constructed seperately to be
dotached immediately on danger arising, or when or for whatsoever purpose
required.
The Invention likewise consists in forming all divisions and subdivisions, or any
parts thereof, with distinct detached and seperato entrances, hatchways, and openings,
with enclosing doors or flaps, self-shutting or otherwise, so that the vessel and all
portions thereof being always in other respects battened down water-tight. On
the occasion of an accident of any kind, or damage to any subdivision, no orders
can be required to be given, or have to be carried out, or additional precaution
taken for further securing such compartments, the damage being localized to the
injured part or parts, thereby in case of leakage facilitating operations to ascertain
whether the damaged part is to be left to itself, or is capable of being kept free of
water.
For the further carrying out of this purposo no port holes or apertures, except
fixed glass ones for light, nor openings for ventilation, are formed in the sides of any
vessels or parts thereof (except port holes for ships of war in action), but ventilation
is admitted continuously by as many open tubes as is necessary from the upper
deck level, or any lower point above water line, and extending variously, as
required, down to the lowest portion of the hold, with the heads and feet of such
tubes bent up or down at both extremities, so that single or double, inside or
outside, attached or detached valves or floats, working (or otherwise) in a guiding
box, traveller, cylinder, or perforation, or wirework, may rise or fall, according to
circumstances and the motion of the vessel, and which system of valves is likewise
arranged to all hatchways, skylights, entrances, openings, shafts, and tubes of
whatsoever kind elsewhere, with hoods, and shields, and catch drafts where appli-
cable, and which system down to the bottom of the hold, or engine or boiler space,
would conduct air to and from any part of the vessel, as well as be made to draw
off the atmosphere as required from the sleeping cabins and saloons, as well as
ventilate all and every compartment and subdivision throughout the vessel.
For the further management and steadying of vessels an arrangement is made
for false keels and bilges of either a weighting or a buoyant character, lifting up
and down by chain or other cables, as well as being otherwise detachable, as also
a further arrangement for and the protecting of an elongated horizontal continuous
screw travelling in its own channel formed in the bottom of the vessel; and,
furtherinore, that the waterway may be unimpeded, ships can be fore-and-aft
arranged and constructed on similar lines, enabling the screw to work equally
backwards and forwards, facilitating stearage power and the ready discharge of any
portion required to be detached. Beyond this the double stenrage is provided at
both ends on either side of water channel; the several parts of all of which are
applicable to other useful purposes, as, for instance, on the detachment of any part or
parts above water line; the vessel being relieved of the weight thereof has a relative
amount of additional buoyancy, and the buoyant quality of the detached portion or

page_text: portions, and their impermeability to water, would enable them to retain a lifting
or floating power to be applied to any portion of the vessel by their connection
with chain cables to combined relieving screws and bolts, forming part of the con-
struction of the vessel, or any detached portion, or specially placed or attached to
any portion of the vessel, or any detached part for such required purposes, or for
every other and all contingencies that vessels are liable to.
Furthermore, the general principle is applicable to all classes of shipping, and is
capable of regulating and adjusting the freeboard of a vessel, the construction as
well as the principle being equally applicable to all requirements.
The arrangement which necessitates other detailed combinations, appliances, and
alterations is that it is designed that a portion of the sides of a vessel above water-
line (called the shoulders) is turned or hollowed inwards, remaining in that altered
form a complete vessel, and by sloping the outer deck thus formed at or near the
water-line (Figs. 4, 5, 10,) on either side an inclined shelf is prepared ready for
cabin boats to be placed thereon. These cabin boats are bolted to and chained
down to the main vessel, and are capable of being relieved therefrom from tho
inside at any inoment of danger, and as the cabin boat and the vessel would usually
be of iron, wood runners and platforms would have to seperate the metal surfaces
to prevent friction, and if the shelf was designed flat the platform would have to
be artificially raised when launching.
The entrances to the cabin boats can be, besides other positions, in three
localities,―
1st. Through the side for connection with and through the outside of main
vessel (Fig. 2, 10).
2nd. Through the bottom, for deck or life-boats, in connection with staircases of
main vessel (Figs. 1, 7, 8).
And 3rd. Through the top to cabin ladders after launching (Figs. 1, 7), and in
either case are formed of double inside and outside flaps hinged double rebated, and
with ordinary packing for joints, and with central screw bolt fastenings, besides
which they are likewise bolted up from after being closed by seperate screws and
bolts round the edges. These doorways when open are bolted at the frames
through packing, and to and through the sides of main vessel, as also at bulkhead
ceilings and other localities similar connections are formed.
The deck of the cabin boats is designed to be perfectly flush throughout with the
upper deck of parent vessel, and where rigging ordinarily would be placed that
portion which a cabin boat would otherwise occupy would have to remain a fixture,
or else an arrangement would have to be made for inasts on the tripod or quadruped
principlo.
The cabin boats are bolted to the main vessel horizontally near the top and at
the bottom about 18 inches from the floor (Fig. 10), and at the division of each
berth, and as frequently besides as necessary, as also through the keel and through
the deck incline of main vessel (Fig. 10).
The horizontal bolts after clinching firm to the sides of vessel, and to the packing
round the entrance, are themselves near ceiling again bolted and linked to the
outer side of cabin boat (Fig. 10). In addition to this a couple of chaine secured
to the main vessel near the water-line (Figs. 9, 11,) are passed round and through
a channel or tube in the roof, near each end of cabin boat, and through tubes and
over runners in the sides of vessels, and through and to the centre of the cabin
boat on the inside over the entrance doorway, and then united together by a
coupling link pinned together, tightening up the chains on the outside by right and
left handed screw union and connection.
The method of launching is, that after all the screw bolts have been released the
cabin boat is still held in its place by the chains, and at any moment can be
launched by withdrawing the pin of the coupling link, allowing thereby the chains
to run out, and whether rough or calm the boat glides down into the water, and
the mouths of the chain tubes or channels are then plugged or screwed up.
On danger arising, the course to be followed would be that every one except the

page_text: crew not in their berths or cabins at the time would return to them. immediately,
and remain there out of the way of the crew, and in what would be the safest place
in the ship, one scaman or ship's servant being told off by established ship arrange-
ments to each cabin boat to take temporary charge of it, and close or half close the
entrances, both of the main vessel and the cabin boat, and to relieve or make every
preparation for relieving the screw bolts, attaching the cabin boats to the parent
vessel.
If the danger increased the rest of the crew, on the order being given, would
join their respective cabin boats, and on doing so the entrances to ship and cabin
boat would be firmly closed, and they would proceed to relieve at once cach cabin
boat on the inside and launch it, and should even a case of foundering occur so
quickly that the cabin boat went down with the vessel, yet from being hermetically
sealed (Fig. 10, 13, 14) by the action of sinking there would still be some time left
for relieving it and letting it rise to the surface.
To effect this hermetical sealing continuously when sunk, or temporarily when
launched, or launching into and washing by the waves, none but fixed glazed
openings are formed in the sides of cabin boats, and the ventilation would be
admitted by tubes in whatever numbers required let into the sides of cabin boat
(Fig. 10, 13, 14) at the deck level, and either just turned through or extending
below to the centre of the floor. The outside tube is turned down with a hinged
or float valve attached, working in a open guiding box or perforated tube or wire-
work, and the inside tube would have an auxiliary hinged or screwed valve, so as
to be enabled to close the lower extremity in case of anything going wrong with
the outside valve. On submersion or the washing up of the waves the outside
valve would close, and fall again on the rising of the cabin boat, thereby enabling
those within if subinerged still to work inside for a limited time.
The internal arrangement of cabin boats is shewn by (Figs. 2, 11), and though
size is unlimited it is designed to keep them small (smaller than shewn, if possible),
and certainly not larger than 33 feet long, by 10 or 12 feet broad. This size
arranged for 1st class in single tier berths would accominodate 8 passengers with
w.c., bath, and lavatory at each end of cabin boat; for 2nd class in double tiers
16 would be provided for; and for 3rd class in triple tiers 24 would be provided
for; and for troops or emigrants more could be accommodated therein.
It is further designed that between the deck surface and the ceiling of cabin
everything required for the management, sailing, and in navigation of a cabin boat
is there permanently stored ready for use, and that under the floor of the cabin
(Fig. 10) are stored permanently whatever provisions, medicines, restoratives,
&c., &c., would ever be likely to be wanted. Besides this, in a cupboard opposite
the entrance door or elsewhere, should be stored a sufficient set of ships' instru-
inents and charts, oil for light, and whatsoever implements were required for
launching a cabin boat..
The falling keels (Figs. 4, 10), shaped solely for fitting to cabin boat and for
launching, are designed hollow, for the purpose of being filled with whatever might
be requisite on emergencies, and for which space could not be found elsewhere, and
for filling in after being emptied with water for ballast, or if remaining empty (and-
keel not required) to be used for additional floating power and for protection by
being bolted on to the outsides of cabin boat. As keels they would be attached
by chains passing through columns or tubes to the deck level, and which passing
round in guides or runners outside the cabin boat to the bottom of the keel enables
the keel, or portions thereof, to be lifted up out of the water when necessary, or
lowered to any position for steadying the boat and preventing heavy rolling in
rough weather.
This arrangement as a keel or keels in a suitable form is capable of being
adjusted to any sized ship, as they could be raised on going into harbour or shallow
water, and in the latter case in danger or dangerous localities could act as a pilot
keel, and tend in that sense to avert catastrophe, as well as prevent the vessel itself
from getting on the shallows, or rocks, or reefs.

page_text: To form a bow and stern to cabin boats (if not made in the first instance on
account of losing space) the four corners of each cabin boat are designed for
triangular tanks filled with fresh water for every-day supply, and for supply on
emergencies. They are designed to be hinged at each extremity (Figs. 2, 11), so
that when in the sea they can be turned to meet each other, and be bolted together
in that position, fitting with a bottom apex to complete the lower keel points.
Beneath the outside triangular tanks when in position is a detachable wedge-
shaped buoy, which falls with cabin boat, and is intended to be cast adrift on anyone
falling overboard, or of use at periods of danger after launching cabin boats, and on
ordinary occasion in harbour could be removed for purposes of coaling without
having to enter the main vessel for that operation, the coal plate or plates, or man-
holes, being covered by it, after being bolted down air and water tight. Four side
rudders at these points, that is, at the four corners of the cabin boat, would be
similar to what is described further on for (Figs. 1, 2, 3).
The provisions for masts, sails, oars, and all other appliances, is as is usual, except
that the masts are designed to be placed at or near the four corners of cabin boat,
let into rings screwed on to the outside to receive them, and this is designed because
it would enable the deck to be easier caged in (Fig. 8) with netting or open iron-
work and a central entrance. to be formed (Figs. 7, 8,) as a bulkhead after launching,
so as when in the water to render less liability of risk of life while on deck, as
there would be little or no gunwale or bulwarks. Fixed lockers for holding neces-
sary articles for use on emergencies (such as cork life-preserving apparatus) are
however designed for the bulwarks of cach boat (Fig. 10).
The extreme cabin boats at both ends of vessel (Fig. 2) have to be designed of a
different shape, and (while complete boats in themselves) are capable of being bolted
and braced together in pairs end on, so as to be advantageous, in being fleeter and
more able to search for outward assistance on emergencies, and they would be
further coupled and strengthened by longitudinal bracing.
The method of bolting the cabin boat to the vessel is of the most ordinary
character, the female screw being worked solidly into the sides of main vessel right
through with a hollow cap (fitted with glass) to screw on the inside, so as to be able
to observe the fixing while in operation. The male bolt, not less than 3 inches in
diameter, is also hollow for the same reason, but square or triangular, for the purpose
of obtaining a powerful grip for turning, and for fixing and unfixing, and which can
be carried on from both sides, that is, inside of main vessel and inside of cabin boat,
the bolt or screw being only capable of being withdrawn from the inside of cabin
boat;
this bolt has a similar screw cap fitting on the outside, and is thereby capable
of being braced to the outer side of cabin boat by a right and left handed screw.
coupling connection.
The ventilation partly described before is shown by (Figs. 10, 13, 14), and for the
cabin boats is placed between the berths, and consists of a short length of bent tube,
so as to allow a valve or ball travelling in a guiding box, or wirework, or perforation,
to lift up and down with the rise and fall of the waves, remaining always open unless
shut at inside end, or unless the interior glazing is closed. Should however water
dash accidentally inwards, it falls down an enclosure and is carried away through
the central channel, and pumped or let out at either end of cabin boat, and should
any derangement of exterior valve take place the interior one can be shut off at
any moment. This system of introducing air even at the water's edge is applicable
to all classes of maritime, commercial, passenger, war, or other vessels or boats of
whatsoever kind, conveying it to whatever portion of the vessel desired, it being
merely the question of the continuance to any especial point below of a tube, and
what size that tube should be.
Removeable catch drafts are placed externally in the front of each ventilator
(Figs. 13, 14), the central hinged division to arrest draft being moved backwards
and forewards according to the direction of the wind and the pressure of it.
With reference to the main vessel it can be subdivided and detached in various
portions, in a similar manner to that described for cabin boats, wherever the

page_text: divisions are carried from the keel to the upper deck, and it is obvious that the
lighest portions of a vessel, viz., the bow and the stern, can be so treated. These
extromities are designed to be permanent quarters for the officers at one end and
for the crew at the other, with all sanitory appliances attached thereto to each. It
is designed not to bring the lines of these compartments to a perfect point, but to
let each extremity be rounded or squared off, and then provided with hanging cut-
waters braced and framed together, of wood or iron, bolted vertically together at
the point (or drawn and hinged backwards to the sides of vessel), the interior apex
being stiffened with a seperate and compact filling in of cork, hemp, or other
yielding but firm crushing material, so that in a collision, however much the
removeable cutwater might be damaged, the part immediately behind might help
to deaden the blow it had given, and also that the blow dealt might have been
somewhat neutralized to the vessel run into.
To further meet this point it is designed that all bows and sterns be vertical,
at least for some distance below water-line, and then only turning backwards, if
at all, and that the sides of all vessels throughout the length of main part, that is,
from the bow compartment to the stern compartment; triangular hollow compart-
ments, capable of being used for the storage of light goods, luggage, &c., forming
in fact water line bilge keels, should be bolted thereon, as shown by dotted
lines (Fig. 10).
The objects aimed at here are various,―
1st. In case of collision with the vertical bow of another vessol, that the point
struck might be removed as far as possible from actual contact with the main
portion of the vessel run into, thereby offering a chance of saving it from damage.
2nd. The detached and seperato triangular compartment being designed to be
of a similar length to a cabin boat might be also available for use on emergencies
for the preservation of life or vessel.
3rd. That they would add much to the buoyancy of a vessel, and to the steadying
it from rolling and undulatory motions.
4th. That they would afford additional help in launching the cabin boats.
In forming a vessel fore and aft on similar lines and with removeable (or folding
backwards or forwards) cutwaters, whichever end is used as the stern portion, the
hanging slabs and covering to false cutwater if relieved of the vertical bolt would
fall open as per (Figs. 1, 2, 3), and which if adjusted to double wheels and double
stearage chains more than ordinarily powerful stearage would be provided, and
being removed to the side would act more rapidly than in the centre (and likewisc
be capable of acting at both ends simultaneously), and beyond this, when a collision
was inevitable, the steerages on both sides (and both ends) could be set hard on
simultaneously and at once, so as to act as powerfully as possible on the direct way
of the vessel; again, in the position indicated, they would be out of the waterway.
of the screw,
and which screw or screws are designed to travel in their own
channels fore and aft in the vessel, using one or both screws at the same time,
forming besides central outlets or inlets to such channels at their junctions, fore and
aft, with the engine compartment on one side and the boiler compartment on the
other.
The channels for screw are designed to occupy exactly the same position as the
ordinary channel or tunnel for shaft of screw, and vice versa, and the screw instead
of being one of great diameter would be two-thirds less, but of equal length to that
of tunnel, and in fact would be similar to an ordinary continuous worm screw on
a large scale set to driving pitch, the whole being propelled and fitted in the usual
way, and the thrust Boxes being fitted horizontally and braced laterally_to the
inside of channel instead of being, as at present bedded, on the bottom. For the
purpose of keeping this channel free from marine accumulation the different
detachments of the solid continuous screw between the thrust boxes are designed
to be formed of solid zinc or zinc hardened with other metals.
The plans (Figs. 2, 11,) shew that all the sleeping or boat cabins are on the main-
deck (Fig. 2), and the saloons on the lower deck (Fig. 3), as well as the different

page_text: gallies, pantries, store rooms for daily consumption, &c., &c., reversing to a con-
siderable extent the usual disposition.
This is done,
1st. For obtaining the ability to lower cabin boats into the water.
.
2nd. For the ventilation generally, for besides air tubes in the sides of main
vessel and in all external bulkheads, staircases, skylights, hatchways, &c., as
described for cabin boats, there can be similar tubes anywhere from the deck to
the water level even conducted to any portion of the vessel.
These would be nearly all for inlet, except when the pressure of air was so great
as only to allow air to enter one side continuously, and consequently that it must
go out of the other side (assuming there to be no other exits), in fact, the greater
the storm the greater the through ventilation inside a battened down ship or cabin
boat. Further, besides these air tubes the staircases to each compartment have
each a central shaft of air; with a regulated and hooded catch or exhaust draft at
the top, and each of the saloons have four inlets or outlets of air, as the case may
be, in the hollow masts, which can introduce or exhaust the air from any height,
according to the power of the draft; beyond this each saloon has hot air exhaust
ventilators on either side of the funnel, the connection passing from the ceiling of
each saloon on either side of each staircase to the funnel (Fig. 1, 3, 15); the other
hot-air spaces surrounding the funnel (Fig. 1, 15,) are for the exhaust ventilators
respectively for the gallies, pantries, and day store-rooms on either side on lower
deck, and for the engine department, and for the furnaces & boilers, as well as
for the hold and all other parts of ship.
The large passage of main deck has the air exhausted by the side ventilators
adjoining funnel, and which are themselves exhausted when required into the main
funnel. Each of these air exhausting shafts are designed to have hoods at the top
to direct the draft from within when not exhausted again by main funnel, and to
prevent and check any contrary draft. The quadruped masts being hollow would
be sufficiently large for passing up inside to the stages at the base of topmast,
which point would be the upper look-out, signal, and light station.
The warming of the saloon and cabin boats would be by waste steam driving
through circulating pipes, the moveable connection with which and each cabin boat
would be broken by the act of launching.
The communication by staircases to the different parts is designed on the principle
that every compartment is a seperate and detached house; thus the forecastle and
the poop has cach its seperate staircase from top to bottom. The fore-and-aft saloons
have four between them, two up and two down, and the cabin boat deck (main
deck) has also two up and two down staircases; the engine department has another,
and the boiler and furnace department another also. This gives twelve distinct
staircases to a vessel, developing the principle of horizontal as well as vertical
water-tight compartments, as the compartments while sound would be unable to over-
flow one into another, and until damage had arisen to that extent which brought
the upper deck of vessel close to tlie water's edge; in other words, at meal times those
in the cabin boats on main deck would have to go up to the upper deck level before
they could descend to the lower deck saloons, and if such a precaution was irksome
it is the mere question of making doors between the compartments; a plan which
practice, however, has hitherto shewn to be a compromize resting on false principles,
and therefore not efficacious.
For providing life-preserving means for mercantile or other vessels, either carrying
few passengers or only the crew, there are designed two arrangements.
1st. On either side of the poop, and on either side of the forecastle, small cabin
boats would be fitted for, respectively, the berths of the passengers, officers, and
crow, that is on both sides of each end of vessel with the saloon or living cabin
between them or below, and no other alteration is designed for such vessels, though
the system in its entirety is capable of being adapted to any existing vessel,
removing only the deck-houses.
2nd. Å life-boat on precisely similar principles to a cabin boat can always be

page_text: placed athwart ships on the usual falling platforms, that is, one capable of being
launched full and incapable of sinking, and if submerged before relieved from the
platform to be capable of being relieved from the inside in a limited time after
having gone down with the vessel.
It is designed that in attaching a cabin life-boat or boats to athwart-ship launching
ways in vessels unprovided with side cabin boats, that the position for thein is
directly on the top and over the bulkhead of the staircases, because the staircase
could wind up to the underneath side of life-boat, and all enter through a trap-
door in the bottom closing in and bolting firm afterwards; and ordinarily two
life-boats could half stand over each bulkhead, so that with the usual staircase at
each end of vessel, and two life-boats on each staircase, and communication thereto
without going outside, there would be considerably less risk to human life.
Life-boats on this principle, with a deck and without a gunwale, would have the
samo arrangements for enclosing or caging in the deck with open ironwork as
designed for cabin boat (Fig. 8), and, as in athwart-ship life-boats, the curved end
of bow and stern could turn over, as per (Fig. 8), on to the deck of life-boat; it
could be made from 20 to 25 fect longer thereby than the breadth of main vessel.
Such life-boat, and in such a position or positions, would be likely to be used as
look-out and gangway stations, the more so as all the ship's instruments, papers,
charts, mails, &c., &c., could be permanently placed therein; and that the central
circular bulkhead would form a covered look-out and lower lighting and signal
station in immediate connection with the engineer's department. This circular
bulkhead, ventilated on the valve principle, would when launched be the enclosure
leading to four cabin hatchways; all which arrangements are designed also for
cabin boat, but would have to be built up in calm weather after launching
(Figs. 7, 8).
I desire it to be understood that by what is here enumerated and expressed by
description and Drawings I do not solely and specially bind myself to any form or
size of cabin boat, to the exact place or method for entering cabin boats, or to tho
exclusive use or uses of part or parts or details herein set forth, to the deprivation
of other details, the whole object being that human life should be saved by
launching on the seas, in the most raging tempest, an enclosure thoroughly
ventilated, but that unless damaged by collision cannot sink, that is, cannot be
swamped, and that so long as it remains sound life can be sustained for so lengthened
a period that relief could hardly not be met with on the high seas; and further,
that especially as a sinall enclosure is relatively so much stronger in itself than a ship,
and yields to the force of the wind so much more readily, that neither the one or tho
other would by themselves have any destructive force on it, in other words that if
sound when entering the water only collision or stranding would injure it.
I desire also to claim that the principles and details herein enumerated are
applicable to ships of war in their various degrees and uses necessitated thereby, as
well as to all existing vessels and boats of whatsoever kind, and that vessels of
small size are under this system & these combinations less likely to bo dangerous
to human life than larger ones; thus, for instance, a vessel of the weight of 5,000
tons is only about half as long again as one of 1,000 tons, and consequently though
five times as great could only have half as many more cabin boats attached to it
than the smaller one, while 5 vessels of 1,000 tons would be enabled to have between
three and four times as many cabin bonts as the 5,000 ton vessel, for the carrying
of passengers and the preservation of life. In addition to this, viewed as an
hermetically sealed enclosure, there is sufficient to shew that such enclosures
being cassoons would tend to keep a sinaller sized vessel afloat and render the
water-tight compartment principle on fixed constructions more efficacious than at
present. Further, that on a vessel stranding there is an immediate power to
discharge great weights from the ship's side, and which might afford sufficient relief
for floating the vessel off again at once before further injury was done, aud if not
that, these enclosed cassoons could be used for lifting the bows or other portions,
and for that purpose bolt holes similar to those described for cabin boat are designed

page_text: to be formed in sufficient numbers in the sides of vessels below water-line with a
screw flush reinoveable plug on the outside, so that cabin boats on being sunk could
be attached thereto and pumped out afterwards for obtaining the lifting power.
Again, viewed in its use as a transport ship, not only would more accommodation
(suitable and comfortable) be provided for the soldiers, avoiding the use of dining
or living rooms for sleeping in; but the cabin boats could be used as pontoons for
landing materials and boats for landing troops, and that in other respects, except a
couple of small rowing boats for harbour use, the deck and bulwarks of vessels in
general would be cleared of all or nearly all the present encumbrances and fittings
for such purposes; and further, that in forms and sizes of a Pulinan's or tram car
the cabin boats are also suitable for being lifted off bodily in dock or harbour and
placed on railway trucks, thereby rendering it possible for a vessel to receive from
inland a railway train of carriages on board at one destination, and to deliver it
over at another to pursue its journey again on land without transhipment of men,
or materials, or passengers, or goods.
Having now particularly described and ascertained the nature of my said Inven-
tion, and how the same can be carried into operation, I would have it understood
that what I further claim, and desire to secure under the herein-before Letters Patent,
are the several mechanisms set forth by the foregoing description and Drawings;
and that what I especially claim are the appliances and provisions leading to the
combinations that at the period of danger or emergency leave nothing then to be
regulated for or thought of as far as human life is concerned, and that everything
being in permanent readiness for that object the whole attention of the officers and
crew may be alone directed to the preservation of the vessel itself.
•
In witness whereof, I, the said Harry Robert Newton, have hereunto set
my hand and seal, this 24th day of December, in the year of our Lord
1878.