Year: 1896

page_text: The ship lies upon the ground with her deck uppermost, her fore and aft line
horizontal; and she has a list, sufficient to depress one side five or six feet below
the other.
Let the area of the deck be, roughly, 300 x 70,= 21000 ft.

page_text: to be equal to that of the deck above it, would depress the level of that surface
15 feet..
Now for a moment, imagine the ship at the surface; her upper part, from the
deck downwards, as far, at least as 15 ft. below it, closed, and fairly air-tight; the
whole length of the deck just "awash" and her bottom open to the sea.
Then, under the sustaining pressure of 6.66 lbs. per sq. in. the water is displaced
by being forced out through the bottom, until the internal surface is 15 feet below
the deck; and, the resulting space being a measure of her buoyancy, the ship must
tend to rise from any depth, when that condition obtains.
Therefore, I seek to realize that condition, in the sunken ship by,
(1) Strengthening, temporarily, the deck to enable it to stand the sustaining, or
buoyancy pressure.
(2) Closing all openings in the upper part of the ship, from the deck, inclusive,
to at least, the depth of the internal surface, so, as to enable them to withstand
internal pressure.
(3) Forcing air into the hull, to expel the water, and obtain the buoyancy.
But, the realization of this condition of buoyancy, is no guarantee that the ship
will rise on an even keel, or horizontally.
In fact, if the sustaining, or lifting pressure, exerted against the under side of
the deck, be common, from stem to stern, the resulting buoyancy will not raise the
ship horizontally, or "bodily"; but, will affect one end, only, which suddenly
becomes the buoyant end and brings the fore-and-aft line of the ship to approach
the perpendicular.
To prevent this, and ensure the means of raising the ship horizontally, at least
one transverse bulkhead before, and one abaft the middle portion of the ship's
length, must reach up, and be attached to, the deck.
The object of these bulkheads is to divide the ship's length into several air-tight
compartments, above the internal surface, for balancing her, and controlling her
position, and movements, as she rises from the bottom to the surface.
In strengthening the deck various methods may be used, according to the means
available by the construction of the ship, and the deck itself.
The most perfect structural condition, for effecting the purpose in view, would
be found in a ship having a strong steel deck, whose vertical cross-section is a
circular arc.
In the absence of such a deck, strong steel straps may be substituted, where
suitable; each strap to form an arc above, and across the deck, fastened to the
sides, and shored up to its circular form, from the deck, which is shored down from
the strap.
In closing all openings, in the upper part the object is, so far as possible, to
prevent loss of air when pressure is applied to the interior of the hull; therefore,
as the air pressure is above the internal surface, all openings above it must be
closed; but as there is no air pressure below the internal surface, any openings
below that surface, and below the depth to which it will fall, during the operation
of raising the ship, need not, yet, be considered.
FUNNELS.
In connection with this subject, the funnels must be considered, with reference
to any openings into them from the inside of the ship, such as furnaces, ash-pits,
& smoke-boxes; as, if these be well below the level of the internal surface, there
will be no necessity to close them, or, the funnels.
As the ship has a hole through her, anywhere between the internal surface,
and the keel; and, as she has two bulkheads, reaching from the bottom, to the
deck; and dividing her into three compartments, it is clear, that, if the hole be in
any one compartment, only, and there be no communication, between that compart-
ment, and the others; the air-pressure, when applied to all three compartments,
will expel the water from that one only, which has the outlet.

page_text: If the two bulkheads have doors in them, these doors will, when open (provided:
that they are large enough, and well below the internal surface) afford good
communication with the outlet; as, we do not, in this case, want to. use these:
bulkheads primarily, for dividing the ship into water tight compartments, from
the bottom upwards; but, to divide her into air-tight compartments, from the deck
downwards, to the internal surface; but not, necessarily, to the bottom."
If the openings into the funnels be well below the internal surface they will
afford a sufficiency of outlet for all compartments, and they would do so, if there
were no other outlet,-provided there were ample communication through the
bulkheads.
But, if these openings be too high, i.e. too near the internal surface, they, or
the funnels must be closed.
Outlets, however, may still be found, or provided, by any large ventilator pipes,
or coal shoots being adapted to the purpose.
They must be open throughout, & lead from above the deck, to below the
internal surface; and affording free communication between the water inside, and
that outside the ship.
In relieving the ship of water, the chief function of these pipes which I will
term "outlet pipes," is like that of the funnels exercised by simply affording an
outlet for it, under the increasing air-pressure, within the ship, and, as the orifice,
by which the water virtually issues, is, in any case, below the internal surface, it
matters not, whether it go up, through the funnels, or outlet-pipes; or down,
through the bottom; for, the air pressure will ever be above the internal surface,
and, therefore, above the water outlets, which cannot become outlets for air until
the internal surface descends to their level-a condition to which I will refer
later on.
I am giving prominence to the subject of water outlet, because it is a prime
necessity of displacement and buoyancy, and is inseparably connected with the
control of the ship, when rising to the surface.
The position of the outlet pipes should, in each compartment, be such as to
ensure their lower ends not being raised above the internal surface, by any ordinary
elevation of either end of the ship; or, by any likely list, or, lateral inclination,
that she may take.
Therefore, they should be in, or, near the middle of the length, and breadth of
each compartment; as, in that position, their depth, below the surface (internal)
need be the least.
AUTOMATIC RELIEF.
Independently of their action as water outlets, these outlet pipes form an
automatic air relief; and they should, therefore, be employed, in any case; for,
whether the operation of raising the ship, be under the conditions of copious
outlet, from the bottom, or funnels; or, limited to the outlet pipes, alone, the
advantage, derivable from their use, is, as follows.
When the ship becomes buoyant, and begins to rise, and ascends to lesser depths,
and lesser pressures, the internal surface, being correspondingly depressed, &
buoyancy increased, she will continue to rise, with increasing rapidity, in proportion
to the preponderance of the internal (air) pressure, and the extent of the outlet;
until the internal surface is depressed to the level of the outlet pipes, which then
become air-outlets, and restore equilibrium.
If the outlet be small, the ship will rise slowly.
If it be ample, or excessive, she will rise rapidly, or "shoot" up.
In the one case, the rate of rise will, probably, admit of the necessary adjustment
of the internal pressure; in the other case, it will, probably, not do so.
In either case, the outlet pipes are powerful automatic means of safety, against
excessive buoyancy (and rate of rise), and, against excessive (air) pressure.
The principal air pressure relief, however, is, a valve, placed between the supply
valve, and supply pipe; and, at the hand of the operator, who, watching the

page_text: gauges, and the movements of the ship, regulates the pressure, in each
compartment.
The function of this relief is to allow each compartment a direct exit, to the
atmosphere.
Each supply pipe has a gauge.
Each gauge has a "dead," or registering band, which stops, when the
pressure falls.
Assume that, the preliminaries hereinbefore set forth, have, with minor details,
been executed.
The funnels have not been closed; as, the openings, into them, are sufficiently
below the internal surface, to render their closing unnecessary.
Outlet pipes have been found, or fitted, in suitable positions, in each
compartment.
The injury which the ship has received is excessive; viz., the whole of her
bottom plating, from stem to stern-and, from side to side; for a distance of five,
or six feet vertically upwards, from the level of the keel, torn open to the sea.
I give this "impossible" damage, to emphasize the fact, that its extent will not
retard the rising of the ship; but, on the contrary, it will, as an outlet, render the
rising so perilously sudden, that, it must be constricted.
The next question is the pressure, necessary, to lift the ship off the ground.
=
This pressure, is that due to the depth of water, from the sea surface, to the
level of the deck, 48 feet, plus that due to the additional 15 ft. below the deck,
which is the depth of the internal surface, when under the sustaining, or buoyancy
pressure of 6.66 lbs. pr. sq. inch.
This pressure may be supplied by two pairs of double acting air-pumps, of the
following dimensions.
Diameter -
Stroke
Capacity
Delivery pr. stroke, at a pressre. of 45 lbs.
(absolute)
Delivery per revn.
Do., at 60 revs. per min.
Do., per hour
Do., with four pumps
Loss, by leakage -
Accumulation within the ship, per hour -
The content of the buoyancy space, within the
24 inches
48
12.566 cub. ft.
4.1888 "
"
"
8.3776
502-6560
30159-3600
120637*4400
50 pr. cent.
61318-72
دو
"
"
وو
ship, being 21000 x 15 or
315000 cub. ft. the duration of pumping, from the start, to buoyancy, would be
315000
61738-72
5 hours, nearly.
We now commence pumping into the three compartments, under common
pressure, or with all the deliveries freely communicating with each other, in order
that the pressure, and therefore the level of the internal surface in each compartment,
shall be the same, so long as possible, during the displacement, and, also, to prove
the correctness, or otherwise, of the several gauges, or, rather, the identity, or
difference of their indications, when under the same pressure.

page_text: As the buoyancy pressure is approached, the ship will probably right herself,
on her keel.
We pump, now, so as to allow the pressure to rise slowly.
Whichever end gives a sign of upward movement,-instantly relieve its pressure,
and stop its supply, until the upward movement ceases, and the "live" hand of the
gauge falls back a little, leaving the "dead" one to mark position.
Keep the live hand a little below the dead one. When the other end attemps
to rise, act precisely as with the first end, dropping its pressure, and keeping it
below that markd. by the dead hand; at the same time, keep the middle pressure,
as it was when the second end moved; and, slowly increase the buoyancy of the
first end.
The pressure in the two end compartments, when the ship is buoyant, and
horizontal, is not necessarily the same as that of the middle one, or of each other.
This will vary in different ships; the ends, probably, requiring a little more than
the middle.
Having, now, word. the ends equally buoyant, we start them as nearly as
possible together.
When the ship leaves the ground, she has, within her, a pressure of 27.97 lbs.
pr. sq. inch, which is below the deck, whilst, above the deck there is a pressure
of 21-31 lbs. pr. sq. in., or, a difference of 6.66 lbs. per sq. inch.
This difference of pressure, between the upper and lower sides of the deck,
being the index of the ship's buoyancy, must, from the moment when she begins
to rise, until her deck is "awash" at the surface, be, as nearly as practicable,
constantly maintained, by relieving the compartments, as necessary.
For this purpose, the gauges, (on the supply pipes) which indicate the pressure
within the compartments, also indicate the corresponding depth, in feet, minus 15,
or the depth of the deck, below the sea surface, so that, the operator, knowing the
depth of the deck of either end, below the surface, approximately adjusts its internal
pressure, by simply bringing its gauge to indicate the corresponding number.
The best guarantee of perfect adjustment, is, a good outlet, and a slow rise.
The means, available, to notify the operator, of the distance, or depth, of the
deck, below the surface of the sea-in order, that, he may maintain the proper
internal pressure; and, also, the horizontal position, of the ship-admit of much
choice, but, as a check upon any such, that may be adopted, an ordinary diver's
air-pump may be employed; its delivery pipe, open, is fastened to the upper side
of one end of the deck of the sunken ship, at which level it discharges into the sea.
A branch-pipe, from this delivery, leads to a gauge, in view of the operator.
This gauge shews depth, in feet.
A similar arrangement serves the other end of the deck.
The indications of the depth gauge, then, will alter with the depth of the deck,
below the sea surface, but, the compartment gauge will alter, only with the internal
pressure.
Therefore, if the depth of either end of deck be 45 ft. whilst the compartment
gauge of that end, shews-say 46 ft. the operator merely drops the pressure, till the
compartment-gauge, likewise, stands at 45 ft. when, it will, also, shew 26.64 lbs.
which is the internal pressure for that depth of deck, i.e. the depth-gauge leads,
and the compartment-gauge, under the vigilance of the operator, closely follows.
The case of a ship lying bottom up, is,-provided that she has two suitable
bulkheads; and, that she will remain bottom up, when buoyant, the most simple
one to raise, in that position.
D
ليمد
1

page_text: 21000
9000
= 2.33 sq. ft. per ton, or 336 sq. inches per ton, nearly.
3
2240
336
= 6.66 lbs. pr. sq. inch, which is the sustaining pressure, or that
==
pressure, which applied vertically upwards, to the whole area of the underside of
the deck, affords a lifting effort, equal to the weight of the immersed ship.
This pressure upon the surface of the water-L, Fig. 2, within the ship,-
assuming the area of that surface to be equal to that of the deck, above it, will 3
depress the level of that surface L to 15 ft. below the deck.
Now, for a moment-imagine the ship, at the surface of the sea; Fig. 2. her
deck, for its whole length, just awash; her upper part, from the deck, downwards,―

page_text: as far, at least, as L 15 ft. below it, closed, and fairly air-tight; and her bottom
open to the sea.
Then, under the pressure of 6.66 lbs. pr. sq. inch, the water is displaced, by
being forced out through the bottom, until the internal surface L is 15 ft. below
the deck; and, the resulting space, being a measure of her buoyancy, the ship must
rise from any depth, when that condition obtains.
Therefore, I seek to realize that condition in the sunken ship, by,
(1) Temporarily strengthening the deck, where necessary, to enable it to stand,
or resist, the sustaining, or buoyancy pressure, below it.
(2) Closing all openings in the upper part of the ship, from the deck inclusive,
to at least the depth of the internal surface, L.
(3) Forcing air into the hull, to expel the water, and obtain the buoyancy.
But, obtaining the necessary buoyancy does not entail, the rising of the ship on
an even keel, or, horizontally.
In fact, if the lifting pressure be common, from stem to stern, the ship will not
rise horizontally, or bodily, but will be affected at one end only, which suddenly
becomes the buoyant end, and brings the fore and aft line to approach the
perpendicular.
To prevent this, and ensure the means of raising the ship horizontally, at least
one transverse bulkhead B before, and one abaft the middle portion of the ship's
length, must reach up, and be attached to the deck.
The object of these bulkheads is to divide the ship's length into several air-tight
compartments, above the internal surface, for balancing her, and controlling her
position, and movements, as she rises, from the bottom to the surface of the sea.
In strengthening the deck, various methods may be employed, according to the
construction of the ship, and of the deck itself. The most perfect structural
condition, for effecting the purpose, would be found, in a ship having a strong steel
deck whose vertical cross section is a circular arc.
Probably, the most generally applicable method, is, to permanently strengthen
the deck, by utilizing, so far as possible, the tensile strength of hull, bulkheads,
pillars, stanchions, and the like, against pressure below it, without affecting their
compressive function, ordinarily exercised in supporting weight, or pressure,
above it.
And, where necessary, having made provision for their attachment-quickly
supplementing such permanent staying of deck, by temporary stays of steel wire
rope or bar.
In closing all openings in the upper part of the ship, the object is to prevent loss
of air when pressure is applied to the interior of the hull. Therefore, as the air
pressure is above the internal surface L all openings above it must be closed;
but, as there is no air pressure below the internal surface, any openings below that
surface, and below the depth to which it will fall, during the operation of raising
the ship, need not, now, be considered.
FUNNELS.
The funnels must be considered with reference to any openings into them from
inside the ship, such as furnaces, ash-pits, smoke-boxes; as, if these be well below
the level of the internal surface, there will be no necessity to close them, or the
funnels.
As the ship has a hole through her, anywhere between the internal surface L
and the keel; and as she has two bulkheads B. dividing her into three
compartments; if the hole be in any one compartment, only, and there be no
communication between that compartment, and the others, the air pressure, when
applied to all three compartments, will expel the water from that one only which
has the outlet.
If the bulkheads B, have doors in them, such doors, when open, if they be below
the internal surface L, will afford good communication with the outlet; as we do
not, in this case, want to use these bulkheads B, primarily, for dividing the ship

page_text: Independently of their action as water outlets these pipes O, form an automatic
air-relief; and, they should be employed in any case; for whether the operation
of raising the ship be under the condition of copious outlet, from the bottom, or the
funnels; or, limited to the outlet pipes alone, the advantage derivable from their
use, is as follows.
When the ship, becoming buoyant, begins to rise, and ascends to lesser depths,
and lesser pressure, the internal surface L being correspondingly depressed, &
buoyancy increased, she will continue to rise, with increasing rapidity, in proportion
to the preponderance of the internal air pressure, and the extent of the outlet, until
the internal surface L is depressed to the level of the outlet-pipes O, which then
become air outlets, and restore equilibrium. Generally, if the outlet be small, the
ship will rise slowly.
If it be ample, or excessive, she will tend to rise rapidly, or shoot up.
In the one case, the rate of rise will admit of the necessary adjustment of the
internal air-pressure; in the other case, it will probably not do so; in either case,
the outlet pipes O, are a powerful automatic means of safety, both against excessive
buoyancy, (and rate of rise), and, against excessive internal air-pressure.
The principal air pressure relief is, however, a valve, placed between the supply
valve, and the supply pipe, of the air pump; and at the hand of the operator, who,
watching at T the gauges, and the movements of the ship, S, regulates the pressure
in éach compartment.
The function of this relief, is to allow each compartment a direct exit to the
atmosphere.

page_text: Each supply pipe a has a gauge, & each gauge has a "dead" hand, which stops
when the pressure falls.
Assume, that the preliminaries hereinbefore set forth, have, with minor details,
been executed.
The funnels have not been closed, as it has been found that their openings are
sufficiently below the internal surface L, to render their being closed, unnecessary.
An outlet pipe O, has been found, or fitted, in each compartment.
The injury which the ship has received is excessive, viz. the whole of her bottom
plating, from stem to stern, and from side to side, for a distance of 5 or 6 feet
vertically upward,-torn open to the sea.
This impossible" damage is given to emphasize the fact that its extent will
not retard the rising of the ship S, but, on the contrary, it will, as an outlet, render
the rising so perilously sudden, that, in the absence of construction, large outlet
pipes will be required.
The next question is the pressure necessary to lift the ship off the ground.
This pressure is that due to the depth of water, from the sea surface, to the level
of the deck, (= 48 ft.) plus that due to the additional 15 feet below the deck;
which is the depth of the internal surface L when under the sustaining, or buoyancy
pressure, of 6.66 lbs. per sq. inch.
Depth 48 ft. pressure
+ " 15"
وو
-
21.31 lbs.
6.66
"
"
05
" "
2797
This pressure may be supplied by two pairs of double acting air-pumps of the
lowing dimensions
Diameter
Stroke
Capacity
Delivery per stroke at pressure 45 lbs.
absolute
Do. pr. rev.
Do. at 60 revs. per min.
Do. pr. hour
Do., with 4 pumps -
Loss, by leakage
Accumulation within the ship, pr. hour
The content of the buoyancy space, within
the ship, being
Duration of pumping, from the start to
buoyancy
24 inches.
48
12.5664 cub. ft.
4.1888 "
8.3776
502-6560
30159.3600
"
"
"
"
120637-4400
50 per cent.
61318-72 "
21000 x 15 = 315000 cub. ft.
315000
60738-72
= 5.22 hrs.
We now commence pumping into the three compartments, under common
essure, or with the air deliveries freely communicating with each other, in order
at the pressure, and therefore the level of the internal surface L, in each
mpartment, shall be the same, so long as possible, during the displacement,
d also to prove the identity, or difference of the indications of the several
uges, when under the same pressure.
As the buoyancy is approached, the ship will probably right herself on her keel.
Whichever end of her gives a sign of upward movement, instantly relieve its
essure, until the upward movement ceases, and the live hand of the gauge falls
ck a little.
When the other end attempts to move, act precisely as with the first end.
B

page_text: .
REMARK.
The pressure, in the two end compartments, when the ship is buoyant, and
horizontal, is not necessarily the same as that of the middle, or, of each other;
this will vary in different ships, the ends probably, requiring more pressure than
the middle.
When the ship leaves the ground she has, within her, a pressure of 27 97 lbs.
per sq. inch, which is below the deck,-air pressure; whilst, above the deck she
has a pressure of 21-31 lbs. pr. sq. inch-water pressure.
The difference between these two pressures is 6-66 lbs. per sq. inch.
This difference of pressure, between the upper and lower "sides" of the deck
being the index of the ship's buoyancy, must, from the moment when she begins
to rise 2 b. Fig. 2 until her deck is awash, at the surface Fig. 2. be, as nearly as
practicable, constantly maintained, by relieving the compartments, as necessary.
For this purpose, the gauges (on the supply-pipes a,) which indicate the air-
pressure within the compartments, must indicate the corresponding depth, in feet,
minus 15, which is the depth of the deck, below the sea-surface;
So, that, the operator, knowing the depth of either end of the deck, below the
sea surface, adjusts its internal pressure, by simply bringing its gauge to indicate
the corresponding number, in feet.
The means, available to notify the operator, of the depth of the deck below the
surface of the sea, in order that he may maintain the proper internal pressure,
admit of much choice;
But, the operation having been narrowed down to the air-pumping function, it is
desirable that the attention of the operator should not be distracted, by confusing
shouts of soundings, from both ends; and, that control should be wholly in his
hands. Therefore, let the open end of the delivery pipe d, of an ordinary diver's
air-pump, be fastened to the upper "side" of one end of the deck of the sunken
ship S, at which level it discharges into the sea.
A branch, from the pump end of this delivery-pipe, leads to a gauge, in view of
the operator; this gauge shews depth, in feet.
A similar arrangement serves the other end of the deck.
The indications of the deck, or, depth-gauge, then, will alter with the depth of
the deck, below the sea-surface.
But, the compartment-gauge will alter, only with the internal pressure.
Therefore, if the depth of either end of the deck, s, be 45 feet, whilst the
compartment gauge of that end, shews-say 46 ft.; the operator merely drops
the pressure, till the compartment gauge, also, stands at "45 ft." (when it may also
shew 26.64 lbs., which is the internal pressure for that depth of deck).
i.e. the depth gauge leads; and, the compartment gauge,-under the vigilance
of the operator,-closely follows.
In the accompanying sketches, Fig. 1 shews,
At S, The outline plan of the sunken ship.
99
B, The position of the two balancing bulkheads.
"O, The outlet-pipes.
,,A, The air-pressure-pipes.
d, shews the depth-gauge pipes (one at each end).
T, Tugs, or salvage steamers, one; or both of which may contain air-pumping
machinery.
Fig. 2. shews the sunken ship in three positions, viz. 2, 2 a, 2 b.
i.e. 2b, Leaving the ground.
2 a, Balanced, & horizontal.
5
With dook "amach "at one surface.

page_text: G, Ground, or sea-bottom.
No funnel is shewn, as, the middle outlet pipe fully represents it.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is;
To raise sunken ships, by,
1. Closing the upper portions of such ships, to withstand internal pressure.
2. Making the deck sufficiently strong to bear an air-pressure, below it, sufficient
to support the weight of the immersed ship.
3. Forcing air into the ship, so closed, & strengthened, until the said pressure
is attained, and by the displacement of the water, thereunder, the ship rendered
buoyant.
4. Using air-tight bulkheads, from the deck, downwards, as media of controlling,
and balancing the position, and movements of the ship, as she rises, from the
bottom to the surface.
5. The adoption of pipes, called "outlet-pipes," by which the water in the sunken
ship has free egress to the sea, and vice-versa, according to the air-pressure, within
the ship; the said outlet-pipes being, also, utilized, as automatic means of safety
from excessive internal air-pressure.