Improvements in Submarine and Submergeable Boats and Ships.
Year: 1893

page_text: Date of Application, 29th June, 1893
Complete Specification Left, 29th Mar., 1894-Accepted, 29th June, 1894
PROVISIONAL SPECIFICATION.
Improvements in Submarine and Submergeable Boats and Ships.
I, HENRY MIDDLETON, of 3 Wellesley Villas, Wellington Street, Slough, in
the County of Buckingham, a Civil, Mechanical and Electrical Engineer do hereby
declare the nature of this invention to be as follows :-
According to this invention I employ diverse supplementary devices &
contrivances to render more complete & thorough, the control over my submarine
boats & ships; and also to prevent the effect of untoward accidents entailing the
loss of the boat or ship; or even occasioning an amount of watchfulness & care on
the part of the crew, or controlling operator on shore; which would probably be
necessary without the aid of such supplementary and more or less automatic
governing apparatus as herein described.
In the case of the submarine boat described in Specification No. 15,253 of 1891 ;
I add to the fin-flexing rod, a brake, chiefly to prevent the aforesaid rod slipping
in consequence of the reaction of the water on the moving fins. One of the most
convenient brakes is a friction clutch which acts on a cylindrical "drum
" which
bears a concentric spur wheel, gearing into the rack of the rod which flexes the
fin-engines. This friction clutch is caused to grip by an electro-magnet acting on
a "knee joint" arrangement. And the battery circuit is so arranged that the
brake is only put in action when the shifting clutch which reverses the travel of
For
the gear flexing the fins, has its middle position; or is thrown out of action.
in this position the fin can be flexed from the outside of the boat as shown in &
by the drawings of the Specification just referred to. As to the method of effecting
this automatically, it may be generally stated, that I commonly lengthen the arm
carrying the armatures of the clutch magnets, & cause such lengthened arm to
work between two springs so that it makes a break in one or other of two points of
the circuit of the friction-brake when the clutch has properly caught in the teeth
of the two clutch bevils. For when the clutch is in its middle position between the
two bevils, the electric circuit from the battery working the clutch & brake, has
two channels to traverse. One of these is round the friction-brake (which thus
prevents the fin-flexing rod from moving), the other passes through the clutch
magnets when they are excited by the closure of the break at the polarized relay.
And the moment that the clutch slides "home," its superior motion causes the
"long-arm" to traverse a greater are, & interrupt the circuit round the "friction-
brake"; thus setting free the fin flexing rod" and permitting it to move under
the influence of the step by step mechanism. While the instant the clutch magnets
are de-magnetized, the combined action of springs, and the inclination of the teeth
& jaws of the clutch arrangement, cause the clutch to slide back to its middle
position. However-should the friction of the clutch cause it to stick, the
magnetization of the opposite pair of clutch magnets by means of the relay closing
their circuit will enable the shore operator to disengage such clutch & in fact to
keep complete control over the inclination of the fins & through them steer the
boat vertically up, down, or on a level surface at will.
Another addition to this boat is the interpolation of a "worm," in the wheel
work train, which the step by step motion drives. Of course the use of this worm,
is both to enable the fin flexing battery to be made smaller and a proportionately
larger number of cells to be put on the clutch magnets without increasing the
size ie. the displacement-of the boat. But as of course all increase of force in
wheel work, as described, is followed by a corresponding diminution of velocity,

page_text: "
therefore it is in general better to modify also somewhat the relative sizes of the
different wheels in the train flexing the fins as represented in the drawings of
Specification No. 15,253 for 1891. This is however merely a matter of engineering:
and supposing all such things attended to and the number, or magnitude of the
wheels in the train made as best to carry out the flexing of the fins at a suitable
speed; then it will be found that the use of the "worm has this additional
advantage in a short wheel train-viz.-its friction is sufficient to prevent the
reaction of the water, on the outside of the boat, turning the plane of the fin stroke,
under certain conditions which need not be discussed here. Of course if the
general arrangement of the wheel-work shown in Specification No. 15,253 of A.D.
1891, be adhered to it will be necessary to introduce two bevil wheels, and discard
two spur wheels from said train. But as further than noticing that the "worm
when added to the train figured in said Specification is placed on the same axle as
the ratchet wheels, that it drives a "worm-wheel -as a matter of course-& that
of the two bevel wheels mentioned the larger has usually a large hollow boss in
order that it may fit over-or work over-one of the two clutch pin bevils: would
appear unnecessary to enter into details I omit describing the manifest changes in
the framing &c. as they seem out of place in a Provisional Specification.
"
The above arrangement however is not the only one I use as a simpler plan is
sometimes employed. This consists in putting the worm, & worm-w beels on the
other side-so to speak-of the clutch. That is to say, interpolating it in the
wheel system between the clutch and the rack, instead of between the ratchet
wheels and the clutch, as just described. Further, in this alternative method, the
axle of the large bevil driven by the clutch-bevils, is generally turned vertically, &
it carries the worm while the worm-wheel is connected by a chain wheel and chain
to the axle driving the rest of the wheel-work which flexes the mechanism of the
front & rear fins. However, this second method has the disadvantage of requiring
the vertical axle of the worm, to be prolonged upwards & passed through the top
of the boat, if it be desired to flex, or set, the fins by hand of course a stuffing
box is used to keep out the water around such vertical axle, and it is not necessary,
in this latter case, to cause the axle of the horizontal drum, gripped from time to
time by the friction clutch, to pierce the side of the boat after the fashion figured
in Specification No. 15,253 of 1891.
Another device I sometimes employ in this shore-controlled, or non crew carrying
submarine boat: is to use an electro-magnet to effect the connecting or disconnecting
of the screw shaft & fin driving shaft which runs down the middle of the boat.
The method of doing this is too manifest to require description; but afterwards
should be devoted to the arrangement by means of which the direction of the
screw's rotation is reversed at will. Of the many ways of attaining this end, I
think the best on the whole, is to reverse the direction of rotation of the main
electro-motor which drives both screw-or screws-and fins. For, though the
reversal of such direction of revolution of the main motor does not affect the fins;
it does change the way in which the screw is turning, when such is supposed
connected with it. Supposing then the main electro-motor fitted with four
"brushes," two in contact and two out of contact but which latter when rocked
into contact by a sector & rack will reverse the motor's direction of rotation, it
follows that any easily controlled electro-magnetic system capable of pulling the
rack spoken of to & fro, at the will of the shore "operator can effect the desired
end. Because the motion of such rack is quite small, two oppositely turned
magnets with a polarizing relay to set one or other in action may act on a short
train of wheel work and actuate, through it, the rack. Or an electro-motor may
be used in the fashion of the steering gear arrangement figured in Specification
No. 15,253; or a step by step motion with magnetic paraphernalia similar to that
employed in moving the fin rack may be used. This last method is too complicated
to be commonly employed; unless indeed it be desired to make the "brushes" take
such position that the speed, & energy, of the main-motor, as well as its direction of
rotation is to be controlled.

page_text: So very much depends on the proper action of the different “clutches” intended
to reverse the direction of motion of the moving parts; & so very considerable an
amount of power has usually to be applied to work the common forms, or rather
cause them to disengage under a severe stress on the machinery they drive, that I
have introduced several changes in the aforesaid ordinarily design of clutch. The
most important of these modifications, can be easily explained in words, as follows:-
Instead of using a "feather"-
"-or even two "feathers "-to prevent the rotation of
the sliding "sleeve" of the clutch; I commonly pierce the shaft by two axles which
have four little wheels at their ends which wheels roll in slots cut in the sliding
"sleeve," or "barrel" of the clutch. Of course the middle of said sleeve should be
hollowed out so as not to come in contact with the shaft along which it slides; but
as even the contact of the "blocked-out" ends produces more friction with the
shaft than may be desired, I put "ball bearings" at these places-the balls being
of course in convenient boxes, or channels,-& also I use ball bearings under the
strap, or band, which pulls the clutch to & fro. With these improvements, the
working of said clutch seems to be as good, & certain, as can be expected in such
mechanism it being of course premised that the teeth & jaws of the clutch are cut
to a suitable angle of inclination.
With a view to prevent the straining, or jamming, of the fin flexing mechanism
when inclined too much in one or other direction-viz.-forwards, or backwards,―
1 cause the rack-rod, connecting the fin-flexing frames, to break the battery
circuit of the step by step motion when such has pulled the fin-frames to nearly
their extreme position. Further, I use spring "buffers" to restore this, thus broken,
soon as the magnetic
circuit by again pushing the rod forward-or back-as
mechanisin ceases to act. Thus if the shore operator does not shift the clutch, the
fin-flexing rod would move slowly to & fro through a small space as long as it is
desired to continue navigating the boat with its fins fully flexed either for
ascending, or descending. But as soon as the clutch is shifted, the step by step
motion pulls the fin-frames into their desired position. Sometimes in the place of
that fin buffer which opposes that motion of the rack which would cause the boat
to still further descend in the water, I put a spring whose tension is adjustable
from the outside of the boat, the object of this spring being not only to act as
a buffer" as described above-but further, to hold the rack in better balance, or
make the difficulty of moving it in either direction more equable than would be the
case without the spring. For, in consequence of the reaction of the water on the
fins, there is a couple formed tending to twist the fins into the position they would
have if it were desired to make the boat descend. And it is better not only to
overcome this, but sometimes even to impress the opposite tendency on the fin-
flexing mechanism, as is easily done in the manner described. However, it must be
understood that it may in some cases be advisable to use a second fin-buffer in
addition to the spring spoken of; and further, it may be pointed out that
whereas for convenience-I usually attach such spring to one of the wheels
causing the rack work to oscillate; I by no means limit myself to this method of
attachment but apply the spring to the rack-rod itself when desirable.
66
:
In a similar fashion-but with a simpler device-I prevent all straining action
on the rudder turning mechanism. In this case an arm (with ebonite, or other
insulating terminal) is fastened to the shaft which turns the rudder from side to
side and this arm is arranged so as to break the circuit of the electro-motor
turning the rudder from side to side when such rudder reaches either of its extreme
positions. Then if the operator on shore also breaks the relay circuit controlling
the clutches &c.; some springs, fastened to the aforementioned "arm," pull the
rudder back to its middle position: otherwise it remains in its extreme position as
long as the external circuit is closed. Usually this simple mechanism is sufficient
for attaining the end in view-to wit-steering the boat with sufficient accuracy to
enable its functions of submarine gun carriage or torpedo discharger to be
efficiently performed. But where still more accurate steering is needed I make
such governing gear more complicated modelling it after the type of the fin-flexing

page_text: mechanism described in my Specification No. 15,253 of 1891 with the additions
& improvements described in this; as far, that is to say, as it is suitable to
apply such.
66
"
or
The improvements I have made in the boat's batteries next deserve notice. Of
course it is entirely a matter of military convenience whether "primary
"secondary" batteries should be used with a boat of this type. That is to say, if
the boat be used from a fortress; where dynamos, steam-engines &c. &c. are to be
found; it is probable that "secondary batteries" should be employed to actuate its
electric gear but if such boat be used with a field force, & field batteries to
close a channel menaced by ironclads, then probably the materials for exciting
primary batteries" will be found most portable. However, premising "primary
batteries" be used in the boat; I make the following changes in their shape &
manner of employ. Inasmuch as the radius of employ of such a boat is com-
paratively small-being limited by the length of cable, & weight of cable &c. &c.
it has to drag after it; & because further the speed of such a boat through
the water is a matter of considerable importance; I cause the-or one, or more of
the boat's electro-motors to circulate air through the primary cells by means of
piston pumps, or centrifugal "blowers," or any convenient method of driving a
stream of air through a fluid at comparatively slight pressure. Further, as the
plates of chromic acid & such similar batteries have usually to be raised out of the
cells when the battery is not in use, I generally make the battery connections of
the zinc plates by means of wires or rods sliding over strips, or rods, with a
view to prevent the entanglement, short circuiting, or rupture, of the wires to the
zinc catching in or between the carbon plates, or sides of the cells, or being twisted
into two by continual flexing & unflexing as the zinc is raised or lowered. How-
ever, this arrangement is commonly only necessary in the case of the bow battery,
where the zincs have sometimes to slide up in recesses in the floor of the gun case-
mate. Of course all the batteries may have their connections so made ; but
generally the space which can be given to them, makes such device not necessary.
As to the carbons, they are generally bolted to angular shaped pieces of brass
which are fastened to the vulcanite or ebonite lid of the cell: which lid has a wide
opening for the zinc plate to slide through. At times however, I raise or lower the
fluid in the cells, & bring it up to the plates; instead of causing the plates to
descend into the fluid, when the battery is to be put in action. This of course
may be effected by an air reservoir & distributing tubes. But when such air
reservoir to force the fluid in the cells up to the plates is not used but instead of
leaving the plates stationary they are themselves drawn up out of the liquid; it is
in general better to cut out much of the upper portions of said plates with a view
to diminishing their weight and also of preventing too great a displacement of the
boat's centre of mass following from their being moved up and down. Such devices
being however rather matters of importance to the naval architect than of interest
to the inventor, it appears not necessary to expatiate further on them in a
Provisional Specification. Also too, the circuits of the diverse batteries, the
starting, or stopping of the boat by a circuit closing relay, &c. &c., would appear
to be such matters of engineering detail, as not to require further mention here.
The armament of the boat should naturally come last. For-as described, the
boat is a
mere locomotive submarine gun carriage: or torpedo reservoir: but
armed with guns-fired by electricity-& torpedoes; it is capable of firing shot &
shell at any distance-or rather nearness from the for which the length of its
cable allows or of discharging locomotive or other torpedoes from any convenient
position in the river, or channel which it may be supposed intended to defend.
For, such a boat can be made to rise or sink, to turn to right or left as easily when
at rest at the end of its cable as when in motion & approaching or receding from
the enemy. Most of the ordinary "machine guns can be adapted to such a boat, &
shells from them can be exploded against the unprotected bottoms of opposing
ironclads. Or charges of gun cotton, dynamite &c. can be carried by such boats
at the end of long poles, & exploded by percussion with the attacked boat, or ship;
"

page_text: or by the operator controlling from the shore the motions of the attacking boat.
Of course the boat carries two vertical rods, or masts, tipped with flags (if desired)
or glow lamps, for the shore operator to steer it by.
Dated this 28th day of June 1893.
HENRY MIDDLETON.
COMPLETE SPECIFICATION.
Improvements in Submarine and Submergeable Boats and Ships.
1, HENRY MIDDLETON of 3, Wellesley Villas, Wellington Street, Slough, in
the County of Buckingham, a Civil, Mechanical and Electrical Engineer, do
hereby declare the nature of this invention and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement :--
According to this invention I employ diverse supplementary devices and
contrivances to render more complete and thorough the control over my sub-
marine boats and ships; and also to prevent the effects of untoward accidents
entailing the loss of the boat or ship; or even occasioning an amount of watch-
fulness and care on the part of the crew, or controlling operator on shore, which
would be necessary without the aid of such supplementary, and more or less
automatic, governing apparatus as herein described.
In the case of the submarine boat described in Specification No. 15,253
cf 1891; I add to the fin flexing rod a brake chiefly to prevent the aforesaid
rod slipping in consequence of the reaction of the water on the moving fins.
One of the most convenient brakes is a friction clutch which acts on a cylindrical
"drum" which bears a concentric spur-wheel, gearing into the rack of the rod
which flexes the fin engines. This friction clutch is caused to grip by an
electro-magnet acting on a "knee joint" arrangement. And the battery circuit
is so arranged that the brake is only put into action when the shifting clutch,
which reverses the travel of the gear flexing the fins; has its middle position ;
or is thrown out of action. The method then of effecting this arrest or gripping
of the fin flexing rod automatically may be generally described as follows:
I commonly lengthen the arm carrying the armature of the clutch magnets
(compare Fig. 2 of this Specification with Fig. 9 of No. 15253 of 1891) and cause
such lengthened arm (see c, of Fig. 2) to work between two springs so that it
produces a break at one or other of two points in the circuit of the friction brake
when the clutch has properly caught in the teeth of one or other of the two clutch
bevils. For when the clutch is in its middle position between the two bevils, the
electric circuit from the battery working the clutch and brake, has two channels
to traverse. One of these is round the friction brake (which thus prevents the
fin-flexing rod from moving) the other passes through the clutch magnets when
they are excited by the closure of the break at the polarized relay. And the
moment that the clutch slides "home" its superior motion causes the long arm
(viz., Fig. 2) to traverse a greater arc (see Fig. 2 where c, is shown pushing
away the spring) and so interrupts the circuit round the "friction brake" thus
setting free the "fin-flexing rod" and permitting it to move under the influence of
the step by step mechanism. While the instant the clutch magnets are
de-magnetized the combined action of springs, and the inclination of the teeth and
jaws of the clutch arrangement cause the clutch to slide back to its middle position.
However should the friction of the clutch cause it to stick, the magnetization
of the opposite pair of clutch magnets by means of the relay closing their circuit
will enable the shore operator to disengage such clutch and in fact to keep complete
control over the inclination of the fins and through them steer the boat vertically
(up or down); or on a level surface at will.
Another addition to this boat is the interpolation of a
worm" (see w₁ of Fig. 1)

page_text: in the wheel work train, which the step by step motion drives. Of course the use
of this worm, is both to enable the fin-flexing battery to be made smaller and a
proportionately larger number of cells to be put on the clutch magnets without
increasing the size-.e.-the displacement-of the boat. But, as of course all
increase of force in wheel work, as described, is followed by a corresponding
diminution of velocity, therefore it is in general better to modify also somewhat
the relative sizes of the different wheels in the train flexing the fins as represented
in the drawings (see Figs. 6, 7 and 8) of Specification No. 15253 for 1891.
:
This
is however merely a matter of engineering and supposing all such things attended
to and the number or magnitude of the wheels in the train made as best to carry
out the flexing of the fins at a suitable speed; then it will be found that the use
of the "worm " has this additional advantage in a short wheel train-vic.-its
friction is sufficient in all cases to prevent the reaction of the water, on the outside
of the boat, from ever altering automatically the fin stroke plane; which otherwise
under certain conditions-which need not be discussed here-it might do. Of
course if the general arrangement of the wheel work shown in Specification
No. 15253 of 1891 be adhered to, it will be necessary to introduce two bevil wheels,
and discard two spur wheels from said train. Also I should add-in this general
description that when the " worm is used with the wheel train figured in said
.Specification it is placed on the same axle as the ratchet wheels and it drives a
"woim-wheel "-as a matter of course. Further, with regard to the two bevil
wheels (w, and w₁ of Figs. 1, and 2,) mentioned; the larger, (w of Figs. 1 and 2),
has usually a big hollow boss in order that it may fit over-or work over-one of
the two clutch pin bevils.
"
The above arrangement however is not the only one I use; as a simpler plan is
sometimes employed. This consists in putting the worm and worm-wheel on the
other side-so to speak-of the clutch. That is to say, interpolating it in the wheel
system between the clutch and the rack (see to, and w₂ Figs. 6 & 7) instead of
between the ratchet wheels and the clutch as first described. Further, in this
alternative method, the axle of the large bevil wheel (92) driven by the clutch-
bevils is generally turned vertically (as shown in Figs. 6 and 7), and it carries the
worm (Figs. 6 & 7): while the worm-wheel is connected by a chain wheel (w, of
Fig. 6) and chain to the axle driving the rest of the wheel-work which flexes
the mechanism of the front and rear fins. However this second method has the
disadvantage of requiring the vertical axle of the worm to be prolonged upwards
and passed through the top of the boat, if it be desired to flex, or "set," the fins
by hand of course a stuffing box is used to keep out the water around such
vertical axle and it is not necessary in this latter case, to cause the axle of the
horizontal drum, (gripped from time to time by the friction clutch), to pierce
the side of the boat after the fashion figured (at g', of Fig. 2 of) Specification
No. 15,253 of 1891.
Another device I sometimes employ in this shore-controlled, or non crew-carrying
submarine boat: is to use an electro-magnet to effect the connection or disconnection
of the screw shaft which runs down the middle of the boat. This small electro-
magnet is generally supported by a framing piece, or base, which runs across the
boat, behind and somewhat above, the main electro-motor. Further, the armature
of the aforesaid small magnet when attracted to its poles pulls up a link connected
with a bent lever and thus puts into gear the clutch which unites the propeller
shaft with the big spur wheel which is driven by the small spur wheel or the
armature axle of the main electro motor (an arrangenient more easily understood
by
glance at Figs. 8 and 9).
a
A similarly simple arrangement is used to reverse at will the direction of the
screw's rotation by reversing the direction of rotation of the main electro-motor
which drives both screw (or screws-) and fins. For though the reversal of
such direction of rotation of the main motor does not affect the motion of the fins,
it does change the way in which the screw is turning when such screw is connected,
by the gearing and clutch just described, to the main motor shaft. Supposing then

page_text: that it is understood that the main electro motor is fitted with four "brusl es,"
which by being properly rocked back and forth have the desired effect of
reversing the direction of rotation of the armature under discussion. Then it is
easy to see that a straight toothed rack and a sector of a spur wheel (the latter
being attached to the holder of the "brushes") can conveniently be used for the
purpose intended if the aforesaid rack has a to or fro motion imparted to it at will
by two oppositely turned electro-magnets, the currents circulating through whose
coils are under the control of a polarized relay of any convenient size and shape
and put where most convenient in the boat. Of course the electro-magnet>
moving the rack and sector can be of any convenient design which secures a long
range of action with sufficient force for moving the toothed rack stopped
solenoids and cores connected by a yoke or plunger electro magnets with iron.
casings, are either capable of producing the desired effect. However it is by no
means necessary always to furnish the boat with such electric gear for reversing
the screw; as commonly in practice the apparatus for connecting or disconnecting
the screw (as described in the previous paragraph) enables sufficient control to be
had over its motions without introducing more devices. Still-if the ability to
impress such motions upon the different "organs or parts of the submarine vessel is
considered a desideratum the method above briefly indicated will show how it can
be done, and described more in detail with the help of drawings later (see Figs. 8
& 9). If it be considered advisable to have the means causing the propeller screw
to rotate in the opposite direction, and "setting" the machinery for this purpose
by hand from the outside of the boat, such too is easily effected by another sector
and rack; the rod attached to this latter being passed upwards (through a stuffing
box) through the hull of the boat in the way illustrated in Fig. 9. following.
:
"
Further the two methods of control may be both combined (as also shown in
the drawings) inasmuch as they are in no way antagonistic the one to the other,
but it is in general necessary in this latter case to make the electro-magnets
somewhat more powerful in order to overcome the friction of the hand rod passing
through the stuffing box. Lastly-in this connection-if only two brushes are
used on the main electro-motor, as the "reversing" of it can then (generally) only
be effected by giving a far more considerable motion to the arm carrying the rack,
an arrangement similar to that used for moving the steering gear of my boat and
described at length in Specification No. 15253 of 1891 must be employed.
So very much depends on the proper action of the different "clutches "intended
to reverse the direction of motion of the moving parts; and so very considerable
an amount of power has usually to be applied to work the common forms, or
rather cause them to disengage when the machinery they connect is under a severe
stress that I have introduced several changes in the aforesaid ordinary design of
clutch. The most important of these modifications can be understood by reference
to the drawings Figs. 4 and 5 or explained in words as follows:-Instead of using
a "feather" or even two "feathers "-to prevent the rotation of the sliding
"sleeve" of the clutch: I commonly pierce the shaft by two axles which have
four little wheels at their ends: which wheels roll in slots cut in the sliding
"sleeve 37
or "barrel" of the clutch. Of course the middle of said sleeve should
be hollowed out so as not to come in contact with the shaft along which it slides;
but as even the contact of the "blocked-out" ends produces more friction with the
shaft than may be desired, I put "ball bearings" at these places-the balls being
of course in convenient boxes, or channels, and also I use ball bearings under the
strap, or band, which pulls the clutch to and fro. With these improvements, the
working of said clutch seems to be as good, and certain as can be expected in such
mechanism it being of course premised that the teeth and jaws of the clutch are
cut to a suitable angle of inclination.
With a view to prevent the straining or jamming of the fin-flexing mechanism
when inclined too much in one or other direction-viz.-forwards, or backwards--
I cause the rack rod, connecting the fin flexing frames, to break the battery circuit
of the step by step motion when the aforesaid step by step mechanism has pulled

page_text: "
the fin frames to nearly (or practically) their extreme position. Further, I use
spring "buffers" to restore this, thus broken, circuit by again pushing the fin-
flexing rod forward-or back-as soon as the magnetic mechanism ceases to act,
and this it can do because I also cause the circuit round the brake to be interrupted
by the same motion of the flexing rod. And thus it happens that when the shore
operator does not shift the clutch, the fin flexing rod remains at rest and the fin
frames remain in the same position of flexure in which they were left-viz.-at
their extreme position-at the instant the step by step motion was automatically
arrested as described; and this state of affairs should continue as long as the shore
operator desires to navigate the boat with its fins fully flexed. If it be supposed
now the shore operator desires to change the inclination of the fins, he moves the
polarized relay so as to shift the clutch-i.e. sets the opposite clutch magnets into
operation. But the moment the magnets holding the clutch are demagnetized and
the clutch removed the flexing rod is also free to move as the electric circuit round
the friction brake has been automatically interrupted by the motion of the flexing
rod itself as just described it follows then that the spring of the buffer pushes the
flexing rod through a small space sufficient to close the break made in the circuit
round the step by step motion; which latter then starts and drives the fin flexing
rod, the moment the shifted clutch "catches in its new position. (As it is
perhaps not very easy to understand the sequence of events when described in
words alone reference must be had to the diagrammatic representation of the
circuits of the fin-controlling batteries and different parts of the mechanisms shown
in Figs. 1 to 10 following.) Sometimes in the place of that fin buffer which would
cause the boat to still further descend in the water, I put a spring whose tension is
adjustable from the outside of the boat, the object of this spring being not only to
act as "a buffer "--as described above-but further, to hold the rack in better
balance, or make the difficulty of moving it in either direction more equable than
would be the case without the spring. For, in consequence of the reaction of the
water on the fins, there is a couple formed tending to twist the fins into the position
they would have if it were desired to make the boat descend. And it is better
not only to overcome this, but sometimes even to impress the opposite tendency on
the fin-flexing mechanism as is easily done in the manner described. However, it
must be understood that it may in some cases be advisable to use a second fin-buffer
in addition to the spring spoken of; and further, it may be pointed out that
whereas for convenience-I usually attach such spring to one of the wheels
causing the rack to oscillate: I by no means limit myself to this method of
attachment but apply the spring to the rack-rod itself when desirable.
:
In a similar fashion-but with a simpler device-I prevent all straining action on
the rudder turning mechanism. In this case an arm (with ebonite, or other
insulating terminal) is fastened to the shaft which turns the rudder from side to
side and this arm is arranged so as to break the circuit of the electro-motor
turning from side to side when such rudder reaches either of its extreme positions.
Then if the operator on shore also breaks the relay circuit controlling the clutches
etc.; some springs fastened to the afore-mentioned "arm," pull the rudder back to
its middle position: otherwise it remains in its extreme as long as the external
circuit is closed; but as the manner of operation is more easily explained by a
diagram of battery_connections, than in words, I have added Fig. 13 for the
aforesaid reason. Usually this simple mechanism is sufficient for attaining the end
in view to wit-steering the boat with sufficient accuracy in a more or less
horizontal plane to enable its functions of submarine gun carriage or torpedo
discharger to be efficiently performed. But where still more accurate steering is
needed I make such governing gear more complicated modelling it after the type
of the fin-flexing mechanism described in my Specification No. 15,253 of 1891
with the additions and improvements described in this; as far, that is to say, as it
is suitable to apply such.
The improvements I have made in the boat's batteries next deserve notice. Of
course it is entirely a matter of military convenience whether "
primary or
"

page_text: "secondary" batteries should be used with a boat of this type. That is to say,
if the boat be used from a fortress, where dynamos, steam engines etc. etc. are to be
found, it is probable that "secondary batteries" should be employed to actuate the
electric gear, but if such boat be used with a field force, and siege batteries to
close a channel menaced by ironclads, then probably the materials for exciting
'primary batteries" will be found most portable. However, premising "primary
batteries" be used in the boat; I make the following changes in their shape and
manner of employ. Inasmuch as the radius of employ of such a boat is
comparatively small-being limited by the length of cable, and weight of cable
etc. etc. it has to drag after it and because further the speed of such a boat through
the water is a matter of considerable importance: I cause the-or one or more of
the-boat's electro-motors to circulate air through the primary cells by means of
piston pumps, or centrifugal "blowers" in a manner similar to that described in
Specification No. 18107 of 1892 Fig. 3, or any convenient method of driving a
stream of air through a fluid at comparatively slight pressure. Further, as the
plates of chromic acid and such similar batteries have usually to be raised out of
the cells when the battery is not in use, I generally make the battery connections
of the zinc plates by means of wires or rods sliding over strips, or rods, with a
view to prevent the entanglement, short circuiting, or rupture, of the wires to the
zinc catching in or between the carbon plates, or sides of the cells, or being twisted
into two by continual flexing and unflexing as the zinc is raised or lowered.
However, this arrangement is commonly only necessary in the case of the bow
battery, where the zincs have sometimes to slide up in recesses in the floor of the
gun casemate. Of course all the batteries may have their connections so made:
but generally the space which can be given to them makes such device not
necessary. As to the carbons they are generally bolted to angular shaped pieces
of brass which are fastened to the vulcanite or ebonite lid of the cell: which lid
has a wide opening for the zinc plate to slide through. Further, it is in general
better to cut out much of the upper portions of said plates with a view to
diminishing their weight and also of preventing too great a displacement of the
boat's centre of mass following from their being moved up and down. Such
devices being however rather matters of importance to the naval architect than of
interest to the inventor it appears not necessary to expatiate further on them.
Also too, the circuits of the diverse batteries, the starting, or stopping of the boat
by a circuit closing relay, etc. etc. would appear to be such matters of engineering
detail as not to require further mention here in this general statement but are
described with the drawings later.
the enemy.
"
The armament of the boat should naturally come last. For as described, the
boat is a mere locomotive submarine gun carriage: or torpedo reservoir: but
armed with guns-fired by electricity-and torpedoes; it is capable of firing shot
and shell at any distance-or rather nearness—from the foe which the length of its
cable allows or of discharging locomotive or other torpedoes from any convenient
position in the river, or channel which it may be supposed intended to defend.
For, such a boat can be made to rise or sink, to turn to right or left as easily when
at rest at the end of its cable as when in motion and approaching or receding from
Most of the ordinary "machine guns can be adapted to such a boat,
and shells from them can be exploded against the unprotected bottoms of opposing
ironclads. Or charges of gun cotton, dynamite etc. can be carried by such boats at
the end of long poles, and exploded by percussion with the attacked boat, or ship:
or by the operator controlling from the shore the motions of the attacking boat.
When then spar torpedoes are employed, I commonly hinge or pivot them about au
axle running transverse to the axis of the boat, though of course they may be more
or less above or below such line. However, wherever such axle is placed it must
work through stuffing boxes, (to keep out the water) and is usually furnished with
a bevil wheel, commonly not far from its centre which bevil wheel gears into a
second bevil wheel on a vertical shaft and this latter passes out of the upper part
of the boat a stuffing box being again used to keep the joint water-tight. While
B

page_text: the bevil wheels described appear the most convenient arrangement to adopt in the
harbour defence, or non-crew carrying boats; a spur wheel and pinion with
winch etc. is best to use in the larger boats carrying a crew. Also, although the
axle or pivot is represented in the drawings as piercing the hull of the boat near
the bow, such position is entirely one of convenience, with regard to the cells and
other apparatus within said hull; whereas, (in consequence of the inclination which
is commonly given to the rod carrying the torpedo or explosive charge) it may
happen that it will be found best to make such rod turn about a pivot placed much
nearer the centre of the vessel; and of course the curves of the fork in the case of
ships carrying a crew, must be shaped so that the torpedo carrying rod may be
swung round into a more or less vertical position so that a new "charge," of
explosive substance may be placed at the end of the rod. If gun cotton, dynamite
or any of the more powerful explosives be employed, it is generally best to let the
spar carrying the torpedo be of wood; and this wooden rod is fitted into a socket
more or less near the fork and thus if such rod is damaged by the explosion it
may easily be replaced and usually it is advisable to make the explosive charge
of about the same specific gravity as sea water (or fresh water if the boat is used
in such fluid). However, in consequence of the enormous resistance water opposes
to projectiles moving therein, it may be of advantage to use the torpedo rod, as a
gun support. that is to say instead of making the outer portion thereof of
substances easily destructible by the energy of the explosion, to form it of metal as
a sort of rocket-firing chamber from which a rocket carrying an explosive charge
in its head is ejected, either by the ignition (by electricity or other means) of a
charge of gunpowder, or other suitable explosive fired by electricity from the boat
or ship; or even a highly compressed gas may be employed for the rocket torpedo's
ejection. In this latter case of course instead of a solid rod, a tube is used, which
is kept full of the compressed gas-I mean when the boat is to be taken into
action it being supposed that the discharging valve is at the outer end of the
torpedo tube and opened by electric currents controlled from within the boat in the
manner specified in the description of the drawings. And further, the torpedo so
discharged may be of the automobile variety. While if desired the said projecting
rod may carry an actual gun to fire shot or shell. Of course the "kick" of the
discharge of said submarine gun will not produce a serious effect on such boats I
have invented, but the moment of the weight of the gun or even the shot or shell
before discharge or the change of moment produced on the rod by its discharge
must needs be corrected: and the easiest way to do this appears to cast off a
sort of buoy from the end of the rod whose upward tendency is just equal to the
downward tendency of the shot or shell. Of course such device is rather crude
and clumsy; but it must be remembered that I am but inventing methods
sufficient for attacking ordinary supermarine ironclads and driving them from
the sea; and that such devices as I have described are abundantly sufficient
for such purpose, as only a single torpedo as I have described exploded
against the bottom or under the water line (or at least that of the hull
protected by armour) is sufficient to sink the most powerful supermarine ship
in any navy of any country on the globe: whereas, even if a small spherical
ball of thin metal or even cork or light wood is let off at the instant of the
explosion of the torpedo it discloses no more the position of the submarine ship
than the column of water shot into the air by the energy of the ignited charge,
nor yet is the function of these spar torpedoes limited to the blowing up of super-
marine vessels which might perhaps be quite as conveniently destroyed by the
shot or shell with which the guns of my submarine ships are supplied; indeed one
of the chief objects in using such spar torpedo paraphernalia is that the crew-
carrying boats employing them may by such means most readily explode the
submarine mines or submerged torpedoes used to defend channels harbours etc. etc.
In fact the sort of torpedo spar I employ with my submarine crew-carrying boats,
may be looked on as gigantic antenna with which these new monsters of the deep
can go feeling about, as it were, to ferret out all obstructions in rivers, harbours etc.

page_text: which when discovered and destroyed can then be safely and easily entered by all
other boats capable of being submerged without it being possible for an enemy to
oppose their progress save by other submarine vessels. I do not however propose
to make the carrying of such rocket or torpedo rods compulsory on a boat once
fitted with them; on the contrary I intend that they be so constructed as to be
capable of being more or less instantaneously cast off. Thus the rods may be held
together by electro-magnetism and fall off the boat, or ship, the instant the
energizing current is interrupted; or one of the pivots carrying the rods may be
hollow and allow the other so to slide in that the contraction of the length of the
axle will cause the forked ends of the rod to fall off, and thus the ship be freed of
such encumbrance.
But there is yet another method of employing spar torpedoes which I consider
very advantageous-to wit-towing them behind the submarine ship instead of
pushing them before the hull. If a wide forked rod is then pivoted about the
centre of the submarine ship-or further back if convenient-and if further we
consider such to carry a long spar on the end of which is the torpedo and counter
balancing buoy: it is easy for a fin controlled submarine ship to dive under the
vessel to be attacked and elevate the distant and torpedo carrying end of the rod
and so as to strike the hull of the ship to be destroyed, and then the torpedo is
exploded by percussion or an electric current controlled by the submarine ship's
crew. Of course it is easy enough to cause the torpedo to elevate itself if it is
provided with suitable rudders whose inclination is controlled by the crew of
the submarine ship, and this is perhaps better than rotating the torpedo rod
about the pivot by means of the wheel-work with which it is fitted. However,
which of the two methods is to be employed-for I commonly furnish my boats
with both is merely a question for the commander of the submarine ship to
decide as the action of the rudders described will both pull the boat back and pull
it up; while the rotation of the rod from within the ship, pulls the vessel back less
than in the former case, but depresses it bodily in the fluid. In either case the
reaction caused by the explosion of the torpedo can be caused to sensibly push the
boat forward either by allowing the sudden impulse to act from the rod upon
the boat through the medium of a metal spring or the elasticity of a confined gas-
as by a cylinder and piston.
In order that my said invention may be most fully understood and readily carried
into effect I will proceed to describe the drawings hereunto annexed.
:
DESCRIPTION OF THE DRAWINGS.
Fig. 1 is a representation of part of the fin-flexing mechanism introduced to
show the changes I have made in the wheelwork described in my Specification
No. 15,253 for 1891. I have adhered as closely as possible to the lettering of said
Specification and the parts which have not been changed are designated by the
saine letters as before. d designates (as before) the fin flexing rod and into one
of the racks placed on this, the spur wheel g gears. This spur wheel (now)
carries a drum on its inner side, and this drum can be held fast by the friction
brake g', g (for gl see Figs 2 and 3) which is caused to act by the electro-
magnet (one of whose coils is shown in this figure [see also Fig. 3]).
c, represents part of the automatically acting electrical device used for inter-
rupting the electric circuit round the coils of this brake when the clutch magnets
are used, and described in general terms in the previous portions of this Specifi-
cation, but as the position of this piece of mechanism renders its construction
obscure (from the point of view from which the figure is drawn) reference must be
had to Fig. 2 following for a more complete illustration of its form, or make, and
method of operation. 101, is the worm, and r, the worm wheel: the former being
placed on the axle about which the ratchet wheel turns. The use of a worm in
the train of wheels used to flex the fins necessitates the employment of the bevil
wheels w, and w₁ the latter having the big hollow boss spoken of, for purpose

page_text: described.
The rest of the mechanism shown in this figure having been described
in my Specification No. 15,253 for 1891 need not be again explained here.
Fig. 2 is an illustration of part of the fin-flexing mechanism viewed from the
outside or as if the part of the hull next it were removed to show the machinery in
the boat. Here again d is the rack on the fin-flexing rod into which the spur
wheel gears; the upper part of g being represented as broken away to show the
drum behind it and the shoes g' and 9" of the brake; but as part of the mechanism
of said brake has been omitted to prevent its concealing the worm and bevil wheels
behind it, reference must be made to Fig. 3 for an illustration of said brake's
construction. However in this figure the automatic circuit interrupter used in
connection with the brake, is shown. c, and being the two springs form ing part
of the battery circuit round the coils of the electric brake: further c, is the long
arm previously mentioned: while c3 is an insulator by means of which the proper
movement of the long arm carried by the armature of the magnets interrupts one
or other electrical channel of communication formed by the springs and little
metallic sliding pieces c, which (latter) are supported by the insulating piece c₁.
Of course the two little metal pieces on which the springs rest are made to slide
over each other only for purposes of adjustment, while the springs c₁ and c₁ have
attached to them the wire of the brake circuit whose operation was previously
described. In this figure are also shown the positions which the three relays,
lettered M-R F-R and S-R-generally hold or occupy in the boat. M-R,
or the main-relay, closes the circuit of the boat's main batteries; or those which
energize or actuate the main electro-motor e (see Figs. 8 and 9) and thus according
as the shore operator sends a current round the coils of M-R, or interrupts the
same, the main battery and main electro-motor of the boat is started working, or
stopped at will. The position of this relay-like that of most of the others in the
boat is somewhat dependent on the convenience of getting at its wire connections,
but chiefly this has to be subservient to the more important matter of placing the
different weights in proper balance in the boat. To resume-F-R is the relay
which closes the circuit round the magnets of the step by step motion mechanism;
while the polarized relay, whose coils are in series with this, is not shown in this
figure but is represented in the diagram of battery connections later given (see
Fig. ). B represents one of the series of cells working the clutch magnets
and S-R is the circuit closing relay for the steering gear. (The battery
connections of the steering gear are diagrammatically represented in Fig. .)
Fig. 3 shows the details of the friction brake whose position is indicated at
Fig. 2. and g" are the drum clamping shoes with the knee joint connected and
magnet for putting the brake into operation. Of course y represents part of
the spur wheel to which the drum is attached and part of the fin flexing rod is
shown at d.
9 in
Fig. 4 is a sectional view of the main clutch 921 of Figs. 2, 6 and 7. The ball
bearings spoken of previously are shown at b₂, b₁ etc. Also the hollowing out of
the metal around the axle previously mentioned, is readily seen.
Fig. 5 is a side view of same clutch. One of the slots and rollers being
marked
72°
Fig. 6 is a side view of part of the fin-flexing mechanism as modified according
to the second method I have previously described in general terms.
Here the
bevil wheel 912 carries the worm on its axis which latter is now turned into a
vertical position. The worm drives the worm wheel w₂, and on the outer end of
the shaft (or axle) a chain wheel w, is placed whose chain gears into the teeth of a
corresponding wheel 914 on that shaft which carries the big wheel 916 into which the
rack-rod for fin flexing gears. Of course spur wheels can be employed in the place
of the chain wheels and as the slight changes in the wheel work which such
substitution requires is merely a matter of engineering education and not invention,
they need not be more definitely described, nor need the framing pieces which this
wheel work requires to support it, be more explicitly mentioned further than to
state it is intended that the right hand portion of the framing picce q' should be

page_text: forked in order to enable it to avoid the worm wheel w₂, and the long arm c, has
the portion of it contiguous to the axle of w, enlarged; and pierced with a hole of
sufficient size to allow said axle, or shaft, to work through it; and conversely the
long arm itself to be moved to and fro under the influence of the fin locking
magnets two of whose coils are shown at g₁o' and g₁₁¹.
Fig. 7 is a plan of the same part of the fin-flexing gear represented in Fig. 6
w, is (as before) the worm, and w, the worm wheel. g is the spur wheel carrying
the friction drum and actuating magnets of the brake; while d is the fin flexing
rod and w, and g₁₁ the chain wheels before mentioned. The parts specified by the
other letters have already been more than once described.
Fig. 8 is a side view of the main electro-motor (e) driving the boat, and around
it are shown several supplementary devices and pieces of apparatus for the
voluntary or automatic control of its diverse "organs' so to speak. ei is a small
electro-magnet whose armature on being attracted to the cores lifts (by means of a
lever e) the link e, and horizontal arm of the attached right angled lever which
thus throws into gear the clutch e̟ thereby connecting the shaft b (driving the fins)
to the shaft e driving the propeller screw. (Reference may also be had to Fig. 4
of Specification No. 15,253 of 1891.) d is the fin flexing rod which has an upright
piece d, attached to it for the purpose of breaking the electric circuits of the step
by step mechanism and friction drum brake in the manner shown. A clearer idea
of the apparatus can be derived from the diagrammatic representation of the boat
circuits given in Fig. but it may be stated with reference to this figure that d
and da are two bars of some conducting substance insulated from the boat's hull
(which is generally of metal) by the two little ebonite supporting pillars shown in
section. and da" are two springs which are likewise insulated from the boat
but have attached to them the terminals of a wire forming the electric channel of
communication for the circuit round the step by step motion magnets; while an
exactly similar device-viz.-d, d, & d" forms part of the circuit round the brake
gripping the fin flexing rod d. Then it will be easily seen that when the aforesaid
rod d has nearly reached its extreme position it presses against one of the spring
buffers d, and the instant after interrupts the two circuits mentioned (as shown in
the figure) by lifting the springs d and d," off the ends of d₂ and ds. As this
device is commonly attached to the side of the boat the parts of its supporting
frame is omitted as it may be considered removed with the side of the boat; for if
represented; its projection would only complicate the figure and is surely easily to
be understood without more details being put in the figure. ₁ is an electro-
magnet or set of coils with stopped ends used for shifting the "brushes" of
the electro-motor (e) in a manner which is better seen from the next figure.
Indeed, in this figure (to avoid complexity) the aforesaid brushes are omitted.
However it is manifest that a is the armature axle carrying the "commutator
of the Paccinotti-Gramme type of motor the boat is supposed to be provided with.
P₁ is the cylinder or "barrel" of the air compressing pump used to circulate air
through the chromic acid cells, (or cells of like type), which I use in the boat; (for
all the cells are not excited by fluids, there being some batteries of the dry type
used). The figure of the pump seems to need but little explanation; it is mani-
festly driven by a band, strap, or chain (whichever is most convenient) marked p2 in
the figure; and thrown into or out of gear by the clutch whose handle is lettered p₁.
Of course P is the nozzle of the pump which (by means of a convenient tube)
discharges the compressed air into a vessel or chamber whence it is drawn off by
piping to supply the batteries.
11
"
Fig. 9 is a front view of the main electro-motor (or view of the front of the
electro-motor, as seen by an observer looking towards the back, or stern of the
boat). Moreover the figure is to a certain extent a projection of some of
the apparatus shown in the preceding figure, the new plane of projection or plane
of the new picture being supposed to be at right angles to that of the former. Here
again e is the main electro-motor, ₁ and h, the two solenoid-yoke-magnets with
stopped ends for shifting the rack 4, and by means of it, the sector 4 and the

page_text: "brushes" h¹ and ", and attached thereto. Further it is to be under-
stood that such electro-magnets are controlled by the polarized relay h whose coils
are magnetized according to the will of the shore operator who sends a current
through whichever of the solenoid magnets he desires and so moves the rack h₂ in
the wished-for way. h, is the rod passing through a stuffing-box in the cover of
the boat for effecting the same operation (viz. the reversal of the direction of
rotation of the main electro-magnets armature) by hand from the outside of the
boat (or when the boat is "closed up"). p₁ is the cylinder of the air condensing
pump for circulating air through the chromic acid cells or any of a similar character
which may be employed. p. is the nozzle of discharge tube for said compressed
air. d is a section of the fin flexing rod which at this point has the vertical arm di
attached for the purpose of interrupting the electric current flowing through the
springs and bars forming the two separate battery circuits-(viz. that around
the step by step magnets, and that round the friction-drum brake magnet)-by
lifting the springs from the bars when the fin flexing rod has reached either end of
its travel.
Fig. 10 is a diagrammatic representation of the battery circuits requisite for
flexing the stroke-plane of the fins. K is a commutator by means of which an
operator on shore sends electric currents in either direction through the polarized
relay (PR) and the step by step circuit closing relay F-R. FM are the (fin)
clutch magnets. the "long arm," F B the friction drum brake, d, the fin flexing
rod d and d, the springs pushed aside by the motion of the arm d₁ on the fin
flexing rod, and thus interrupting the circuit round the step by step magnets ;
while d' d are the corresponding springs for like purpose in the friction brake
circuit.
11
Fig. 11 is a plan of a portion of the steering gear of the boat (compare also
Fig. 10 of Specification No. 15,253 of 1891). 82 is a shaft driven by the electro-
motor used for moving the rudder and according as the bevil wheel on 82 turns the
rudder shaft by means of one or other of the bevil wheels 8, or s, which are locked
to it by the clutch 10, rotation is given in one or other direction to r, which carries
the arm which breaks the circuit of the electro-motor moving the rudder by means
of the springs shown in the next figure.
Figure 12 is a view of the safety apparatus attached to the steering gear, as
viewed from behind or by an observer looking towards the bow of the boat. 8, is as
before one of the bevil wheels, and r, the arm on the rudder shaft which moves
one or other of the springs r or 73 out of contact with one or other of the corre-
sponding pins r₁ or r¹, and 80 interrupts the electric circuit of the rudder
moving motor which would otherwise flow through them. Springs are attached
to r₁ to pull it back to its middle position when the circuit round the clutch magnets
is broken.
Fig. 13 is a diagrammatic representation of the circuit round the different
electrical instruments used for steering. Here K₁ represents the commutator
which sends currents in either direction through the polarized relay PR and
circuit closing relay SR for the purpose of starting at will the steering electro-
motor S M used for turning the rudder R in one or other direction as controlled
by the steering lock or clutch magnets designated by SL in the figure. The other
letters denote parts whose functions have been previously explained.
Fig. 14 is a side view of one of the battery zines showing the rods ui and u
which slide through friction clamping pieces attached to the top of the vulcanite
cell between the carbons. The way in which these rods are further bent is
indicated in Fig. 16 following: the present figure also shows how the top of the
zine is cut out, while e, represents one of the ebonite strips put on the two sides of
the zinc to prevent its touching the contiguous carbon when drawn up by the rod w₁,
which latter is of course insulated by the ebonite piece ai.
Fig. 15 is a side view of the same zinc plate with the ebonite pieces vi and
attached.
Fig. 16 is a plan of the wire battery connections u₁ and u₂ put on the top of the

page_text: zinc plate together with the friction clamps 3 and 4 attached to the top of the
vulcanite cell for the purpose of having the battery, or circuit wires attached to
them and stationary while the zines themselves can be moved up and down.
Fig. 17 is a section of one of the battery cells with the zinc plate removed.
Here 31 and y, represent the edges of two carbon plates supported from the top of
the cell by the angle pieces (like "").
Fig. 18 is a sketch to show how the torpedo T supported by the rod t' is
moved from the bow of the boat by the bevil wheels t, and t,, a portion of the hull
of the boat being supposed to be broken away to show the wheels.
Fig. 19. shows how a torpedo can be drawn after the boat the figure being
an elevation of the hull with the fins f, and f (in section) the propeller ¹ and the
rod for carrying the torpedo t".
Fig. 2 is merely a plan of the same boat shown in the preceding figure,
f1f2, f and f being the fins and t¹ the torpedo-carrying rod.
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 :-
1st. The friction brake with its accompanying apparatus and instruments, for
purposes specified substantially as described and represented in the drawings
Figs. 1, 2, 3, 6 and 7.
2nd. The long arm with the springs and other concomitant apparatus necessary
for the proper operation of the same for purposes specified substantially as described
and represented in the drawings Figs. 1, 2, 6 and 7.
3rd. The improved clutch with wheels and friction rollers substantially as
described and represented in the drawings Figs. 2, 4, 5, 6 and 7.
4th. The wheelwork system with worm, worm wheel, bevil wheels etc. used for
flexing the fins substantially as described and represented in the drawings Figs. 1
and 2.
5th. The wheelwork system with bevil wheels worm and worm wheel etc. etc. for
purposes mentioned substantially as described and represented in the drawings
Figs. 6 and 7, or with the slight modification specified.
6th. The electro-magnet with accompanying connections used for connecting
with, or disconnecting from, the driving engines the shaft carrying the screw
propeller (or propellers when two are used) substantially as described and
represented in the drawings Figs. 8 and 9.
7th. The method of reversing the direction of the rotation of the screw for
purposes specified substantially as described and represented in the drawings Figs. 8
and 9.
:
8th. The arrangement whereby the rack rod breaks the electric circuit of the
magnet's operating fin-flexing mechanism when said rack rod reaches the end of its
travel (either forwards or backwards) substantially as described together with the
supplementary apparatus for counteracting the water thrust tending to twist the
moving fin substantially as described and represented in the drawings Figs. 8, 9
and 10.
9th. The arrangement and apparatus for preventing all straining and jamming of
the rudder turning mechanism substantially as described and represented in the
drawings Figs. 11 and 12.
10th. The improvements I have made in the boat's batteries for the purpose of
causing them to occupy less space, have better "connections" and work with more
energy (by blowing air through the exciting liquids of the cells) substantially
as described and represented in the drawings together with the changes
introduced in the gun cover or casemate, for giving more space to the aforesaid
batteries.

page_text: 11th. The method of arming such submarine boats, or ships, with spar torpedoes
pushed before, or pulled after the boat; substantially as described, together with
the devices represented in Figs.
and substantially as described.
12th. The device of the detachable buoy or balloon support used for the
purpose of making the torpedo of the same specific gravity as the surrounding
fluid, together with the disconnecting apparatus substantially as described.
Dated this 28th day of June 1894.
HENRY MIDDLETON.