Iм. PROVEMENTS IN THE CONSTRUCTION, VENTILATION, AND PROPULSION OF LIFE BOATS
Year: 1861

page_text: LETTERS PATENT to William Clark, of 53, Chancery Laue, in the County
of Middlesex, Engineer & Patent Agent, for the Invention of "Iм.
PROVEMENTS IN THE CONSTRUCTION, VENTILATION, AND PROPULSION OF LIFE
BOATS, A communication from abroad by John Theodore Scholl, of
Port Washington, Ozaukee County, State of Wisconsin, United States
of America, Doctor of Medicine.
Sealed the 30th August 1861, and dated the 11th May 1861.
PROVISIONAL SPECIFICATION left by the said William Clark at the
Office of the Commissioners of Patents, with his Petition, on the
11th May 1861.
I, WILLIAM CLARK, of 53, Chancery Lane, in the County of Middlesex,
Engineer & Patent Agent, do hereby declare the nature of the said Invention
for "IMPROVEMENTS IN THE CONSTRUCTION, VENTILATION, AND PROPULSION OF LIFE
BOATS," to be as follows:-
This Invention relates, first, to constructing the body of the boat in the
form of a cylinder, terminated at each end by a cone, or by a bow and stern
somewhat similar to that of common boats, the same being made waterproof
and collapsible or non-collapsible. The hull of a collapsible boat is constructed
of plates suitably hinged together, and rendered waterproof at the joints, as
will be herein-after explained. The non-collapsible boat has a bow and stern
Price 8d 1

page_text: not unlike boats hitherto made, and is constructed of solid timbers, which are
put together rigidly, so as not to be collapsible. A circular head or disc,
composed of three sections hinged together, is placed within each end of the
cylindrical hull of the collapsible boat, so as to render its collapse impossible,
the middle section of each head being nearly equal in width to the middle
plates, and which form the ends of the hull when folded. All the joints of
the hull may be made water-tight by introducing some compressible fabric
between them, which will not interfere with the folding of the parts. The
entire inside surface of the cylindrical hull may also be lined with a suitable
waterproof material, which should pass into the joints, and be suitably secured
to the plates inside; or this waterproof material may be cut into narrow
strips, and suitably secured over the joints of these plates, so as to admit
of collapsing and dilating the hull.
Secondly, in suspending a carriage or platform within a cylindro-conical
boat, whether the boat be made collapsible or non-collapsible, and in furnish-
ing said platform with seats, and otherwise constructing and arranging it
within the boat, so that the level position of the platform will not be changed,
though the hull of the boat perform complete revolutions, for which
purpose I provide a rolling carriage, furnished with transverse suspended
seats, either to roll inside the cylindrical part on a railway, or to roll about a
concentric sleeve, fixed and well braced within each end of the cylindrical
part of the non-collapsible boat. Thus constructed, the level position of the
seats cannot be changed by any motions of the boat whatever.
3rdly, in arranging spring valves to close suitable air holes made in the
periphery of the hull, when said holes are below water and not acted upon
by an arch piece attached to the before-mentioned carriage, which opens
such holes as are above water; thus fresh air can be constantly admitted.
4thly, in propelling the collapsible boat by means of rods or cranks placed
between the seats, and so connected with oars or a screw propeller, that every
passenger can assist in advancing the boat, for which purpose cross rods,
passing between the seats, are connected at their ends to angular blocks, also
connected so as to form a sliding frame, which is to slide in the slots of the
longitudinal bars connected to the revolving platform before mentioned; this
frame is connected by levers to two bent rods, which are further connected
by jointed levers to a pair of oars, each constructed of a plate of metal
rectangular in outline, and divided into two unequal parallelograms. By
working the rods between the seats forwards and backwards, the oars are
moved, at the same time acting only one way, it being all the same whether
the boat be revolving or not. The non-collapsible boat is propelled by means

page_text: of several cranks placed between the seats of the boat, having their bearings
in the longitudinal bars before mentioned, and connected in the middle by a
long connecting rod to a crank and bevil gearing for working a propeller.
When the sea is calm and the wind favorable a mast may be raised, and a sail
or two unfurled.
Fifthly, in arranging a novel form of rudder at the bow of the non-
collapsible boat in such a manner that it can be operated by persons inside
thereof when the boat is revolving in a high sea, which apparatus consists ofa
rod fitted at one end of and parallel to the axis of the boat after leaving the
bow; this rod has an obtuse beud, and just beyond the angle of this bend it
carries a plate for steering. This rudder is rotated by means of a crank fitted
to the rod inside the boat, and as the greater part and weight of the plate is
below the point of suspension, it will remain in a vertical position even when
the rod is rotated, while a wave could only temporarily change its position
from the vertical without interfering with the action of the rudder. This
rudder can be used even while the boat is revolving, and it is not easily washed
away, because it evades the shock of the waves.
Sixthly, in the employment of extension levers arranged within the hull of
the boat, and connected with the folding heads thereof, for the purpose of
collapsing or dilating the boat, and keeping it in either condition. These knee
levers are arranged between two stout plates of metal, which plates, when
forced together by a screw and crank, with which they are provided, will
straighten said levers, and fold the circular heads of the boat to which they
are connected, and with then the whole boat.
Seventhly, in applying buoyant fenders made of india-rubber, and made
hollow inside, which are placed on each side of the boat, and when uninflated
will keep off violent blows from or against hard substances; when inflated from
the inside of the boat by means of a bellows, the boat will be made a great
deal more steady while it is buoyed up; it also answers the purpose of
receiving passengers, or permitting them to get out.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said William Clark in the Great Seal Patent Office on the
11th November 1861.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
5 CLARK, of 53, Chancery Lane, in the County of Middlesex, Engineer, &
Patent Agent, send greeting.

page_text: WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Eleventh day of May, in the year of our
Lord One thousand eight hundred and sixty-one, in the twenty-fourth year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto
me, the said William Clark, Her special licence that I, the said William
Clark, my executors, administrators, and assigns, or such others as I, the
said William Clark, my executors, administrators, and assigns, should at
any time agree with, and no others, from time to time and at all times
thereafter during the term therein expressed, should and lawfully might
make, use, exercise, and vend, within the United Kingdom of Great Britain
and Ireland, the Channel Islands, and Isle of Man, an Invention for
''IMPROVEMENTS IN THE CONSTRUCTION, VENTILATION, AND PROPULSION OF LIFE
BOATS," a com" from abroad by John Theodore Scholl, of Port Washington,
Ozaukee County, State of Wisconsin, United States of America, Doctor
of Medicine, upon the condition (amongst others) that I, the said William
Clark, my executors or administrators, by an instrument in writing under
my, or their, or one of their hands and seals, should particularly describe
and ascertain the nature of the said Invention, and in what manner the
same was to be performed, and cause the same to be filed in the Great
Seal Patent Office within six calendar months next and immediately after the
date of the said Letters Patent.
NOW KNOW YE, that I, the said William Clark, do hereby declare
the nature of the said Invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the
following statement, reference being had to the Sheet of Drawings hereunto
annexed, and to the letters and figures marked thereon (that is to say):-
This Invention consists, first, in constructing the body of the boat in the
form of a cylinder, terminating at the ends in cones which form respectively
the bow and stern of the boat, and in making this hull collapsible and water-
proof, all as will be herein-after described; secondly, in suspending a carriage
or platform within a cylindro-conical boat, whether the boat be made col-
lapsible or non-collapsible, and in furnishing said platform with seats, and
otherwise constructing and arranging it within the boat so that the level
position of this platform will not be changed though the hull of the boat
perform complete revolutions; thirdly, in surrounding the cylindrical part of
the improved boat with air ports, closed by spring valves constructed and
applied to the ports in such manner that the valves will be kept open when
the ports are above water, and kept closed when the ports are under water, as
will be herein-after described, thus admitting fresh air to the inside of the

page_text: vessel for purposes of ventilation; fourthly, in arranging a novel form of
rudder at the bow of the non-collapsible boat in such a manner that it can be
operated by persons inside thereof when the boat is revolving in a high sea;
fifthly, in the employment of extension levers, arranged within the hull of the
boat and connected with the folding heads thereof, as will be herein-after
described, for the purpose of collapsing or dilating the boat and keeping it in
either condition.
In the annexed Drawings, which forms part of this Specification, Fig. 1 is
an exterior view of one side of a non-collapsible life-boat furnished with a
rudder and screw propeller; Fig. 2 is a horizontal section through Fig. 1,
showing the interior thereof; Fig. 3 isalongitudinal section through Figs. 1&2
in the vertical plane, indicated by the red lines c, a, in Fig. 2; Fig. 4 is an
enlarged transverse section through Fig. 1 in the vertical plane,indicated by
the red line y, y, thereon; Fig. 5 is an enlarged transverse section through
Fig. 2 in the vertical plane, indicated by the red line 2, z, thereon; Fig. 6 is
a side elevation of the improved collapsible life-boat, showing the exterior
thereof; Fig. 7 is a longitudinal section through Fig..6 in the horizontal plane,
indicated by red line w, w, thereon; Fig. 8 is a vertical longitudinal central
section through Figs. 6 & 7; Fig. 9 is an enlarged sectional view of the boat
taken in the vertical plane indicated by red line v, v, in Fig. 7; Fig. 10 is an
enlarged view of the inside-surface of one of the folding heads of Figs. 6, 7,
8, & 9; Fig. 11 shows one of the propelling and steering wings of the propel-
ling apparatus of Fig. 7. Similar letters of reference indicate corresponding
parts in the several Figures.
The hull of the improved life-boat consists of a cylindrical body or middle
portion terminating at both ends in cones, as shown in Figs. 6, 7, & 8 of the
Drawings, or in figures approaching cones, as shown in Figs. 1, 2, & 3. The
hull of a boat of the former shape is constructed of slats suitably hinged
together and rendered waterproof at the joints, as will be herein-after explained.
A boat of the latter shape has a bow and stern not unlike boats hitherto made,
and this boat is constructed of solid timbers,which are put together rigidly, so
as not to be collapsible. The difference between the two boats, represented
by Figs. 1 & 6, is, then, that the boat of Fig. 1 is not collapsible, and its ends,
or bow and stern, are not exactly conical, and the boat of Fig. 6 is collapsible,
and has conical ends. The central parts of the hulls of both boats are cylin-
drical. The hull of the collapsible boat of Figs. 6,7,8, & 9 is made up of oblong
slats of any suitable wood in the following manner :-B, B, B, are the narrow
slats, and B', B', are the wide slats, which latter form the sides of the boat.
All the slats, B, B, and B¹, B', are arranged parallel to a common axis. The

page_text: slats B¹, B¹, are diametrically opposite each other, and they are so applied to
the slats B,B, as to be allowed to expand in collapsing the hull, as represented
in Fig. 9 in red lines. These side slats determine the thickness of the plane
into which the cylindrical part of the hull is to collapse. The slats B, B, B,
and B', B', are all hinged together, an odd number of the slats B, B, B, being
on each side of the middle or side slats B¹, B¹, as shown in Fig. 9 of the
Drawings. The hinges h,h, connecting the slats B are on the outside of the
hull, while the hinges h', h¹, connecting the slats B with slats B', B', are inside
of the hull. Thus the slats B may fold toward each other until they are in a
plane with the edges of the slats B', B', while these slats B¹, Brecede from
the axis of the boat. The edges of all the slats are suitably beviled inwards,
so that they will fit together and form good joints, allowing the hull to take a
cylindrical form when it is dilated. The conical ends of the boat, or stem and
stern, are cach constructed of tw, slats B2, B2, Figs. 6 & 7, which are of an
equal length and of a suitable length to give the desired taper. These slats
B2, B2, are of the same width as the slats B¹, B', and they fulfil an office
similar to that of these slats B¹, B', to which they are hinged, as shown in
Figs & 7. The free ends of the slats B2, B2, are connected together by
hinges h on the outside of the hull, which will allow of the opposite ends of
these slats to be spread outwards. At the stern portion of the hull the outer
or free ends of the slats B2, B3, are also connected by hinges h,, to a block,
through which the rods pass which carry the propellers. Triangular slats,or
boards hinged on the outside one to the other, and also to the slats B2,B2, on
the inside, will complete the skeleton of the cones. These triangular slats do
not extend up to the cylindrical part of the hull, since that would prevent the
folding thereof. A circular head or disc H, composed of three sections hinged
together, as shown in Figs. S and 10, is placed within each end of the cylin-
drical hull before described. The middle section of each head is nearly equal
in width to the slats B¹, B¹, of the hull; and when the heads are properly
arranged within the cylindrical part of the hull, their middle portions extend
transversely across the ends of the two slats B¹, B¹. The circular heads H
are now hinged at their highest and lowest points by hinges a, a, to the
odd slats above and below the slats B¹, B¹, so that the heads H will fold
outward or towards their respective ends of the hull. These heads H,when
unfolded, as shown in Figs. 7, 8, & 10, will render the collapsing of the boat
impossible. All the joints of the hull may be made water-tight by introducing
some compressible fabric between them which will not interfere with the
folding of the parts. The entire inside surface of the cylindrical hull may be
lined with a suitable waterproof material, which should pass into the joints

page_text: and be suitably secured to the slats inside with this waterproof material;
it may be cut into narrow strips and suitably secured over the joints of
these slats so as to admit of collapsing and dilating the hull. From the
ends of the cylindrical part of the hull some suitable waterproof fabric b, b,
is carried out to the apices of the cones and firmly secured to the slats B2, B3,
thus completely lining the hull of the boat with a material which will ex-
clude water from the inside of the boat. If it is found desirable, the
waterproofing b, b, may be protected from injury by covering it on the
outside with small angular metal plates overlapping each other, & so put
together as to adnit of folding and unfolding the cones.
The hull of the boat just described has a swinging or rolling platform
arranged inside in such a manner that the rolling of the boat will not change
the position of this platform. This platform is provided with seats for pas-
sengers, who will always be kept in an upright position however violent the
hull of the boat may roll. This platform is constructed and applied within the
boat as follows:-A carriage A, Figs. 2, 3, 7, and 9, furnished with rollers
r, r, r, r, and extending nearly the whole length of the cylindrical part of the
boat, is placed within the boat at liberty to roll either on the circular railway
n, n, Figs. 7 & 9, in the collapsible boat, or on the circular collar R, R,
Figs. 2, 3, & 5, provided with proper flanges in the non-collapsible boat. The
circular collars R keep the carriage in its proper place, even should the boat
be rotated about its short axis in a storm, that is, stern over bow. The carriage
is composed of a longitudinal platform S1, Figs. 3, 4, & 5, attached at each
end to a semicircle m, m, Figs. 7 & 9, or to a ring m, shown in whole in
Fig. 9, and in section in Fig. 3, when the boat is without any provisions for
folding the same. The slat or plank just mentioned serves the purposes of a
seat for the passengers when it is required to steady the boat. The semicircles
of the collapsible boat are composed of several segments hinged together,
Fig. 9, and the ends of the same side are connected together by means of
bars 6 as long as the hinged platform S¹. The bars 61, 61, Fig. 7, are con-
nected by means of knee levers k, k, Fig. 9, to the bars 62, 62, which latter
bars are connected by the rods g, g, from which the seats s, 8, 8, s, Fig. 7, are
suspended. The knee levers k, k, are folded together when the boat is
expanded, and are hinged to the bars b¹, 61, 62, 62, and while the boat is col-
lapsing the knee levers straighten and separate the bars 61, 61, from the bars
62, 63, above mentioned, permitting said collapsing to take place; when the
boat is in use the bars are to be connected by hooks and staples, in order to
firmly fix the carriage A with its seat, Fig. 7. The bars 62, 63, have each on
its inside a longitudinal slat for a frame conveying a rod o, Fig. 7, between the

page_text: seats to slide in, allowing a reciprocating motion of said frame for the purpose
of advancing the boat through the water when the oars O, O, Fig. 7, are
operated thereby. When the boat is built non-collapsible the plank S¹,
Figs. 3, 4, & 5, as well as the bars 61,61, are connected by intermediate pieces
of bars to the ring carrying the rollers already mentioned. The bars b¹, 61,
Figs. 2, 3, 4, & 5, are connected by rods g, g, g, g, Figs. 3, 4, & 5, from which
the seats are suspended, and they also carry the cranks C, C, Figs. 2 & 3, for
working the propeller. The collar R, Figs. 2, 3, & 4, is firmly fixed con-
centric with the long axis of the boat within the bow and stern of the boat;
about this collar the carriage carrying the seats is to roll in a storm. Proper
flanches on the collar keep the carriage from being displaced, in case the
boat should turn about its short axis. The seats s, s. 5, s, are constructed
double, so that passengers may sit back to back, and they are suspended
from the rods g, 9, 9, 9, by means of chains or otherwise, and to them the
foot-boards ff, Figs. 4 & 9, are attached. These arrangements secure a
comfortable seat to the passengers under all circumstances.
Ventilation is effected by means of the spring valves a¹, a¹,a¹, Figs. 1,6,& 4,
being placed in a circular belt in the middle of the periphery of the hull,
closing suitable openings when permitted to do so. The valves a¹, a¹³, a¹, are
formed from the segment of a globe. The globular part thereof carries upon
its middle a stem passing through the wall of the hull and into the boat,
where it is attached to a spring e, e, e, e, Figs. 4, while the flat part of the
segment sends up a small stem carrying an inverted cup a³, a2, a², a², for
keeping out the spray. A short tube is also placed under the cup and fas-
tened about the metal valve seats lining the air holes. The air holes are
placed equal distances apart and midway of the cylindrical surface; they are
accurately fitted to the valves above described, so as to be air-tight when the
valves are closed. The valve springs e, e, e, e, above mentioned are made
from a ribbon of spring steel bent into an arc with a triangular bend at each
end of the arc, and beyond the bends are suitable holes for tasteningthe spring
to the wall of the hull, the convexity of the arc being placed radial to the
centre of the boat. To open the valve, just now described, to admit air wheu
they are above water, an arc A¹, Fig. 4, is fas tened to the middle of the bars
61, 61, of the carriage directly beneath the valves. The highest part of the
arc A¹ has a convexity for a length somewhat greater than the distances the
valves are apart,increased so as to always encroach upon one valve, and to lift
it completely from its seat. The other portions of the arc, as well as the
carriage, do not interfere with said valves. The arc used for the collapsible
boat is composed of several pieces hinged together. From what has been said

page_text: it will be readily understood that while the carriage A maintains the lowest
position, the arch A' occupies the highest within the boat; and that while the
hull is revolving about the carriage and arch, the valves are successivelyopened
as the pass upon the convexity of the arch of the proper width. The carriage
A, Figs. 2 & 7, is fixed to the wall of the hull by means of hooks and staples,
when the boat will float like any other boat. The doors D, D, Figs. 1, 2, & 6,
which serve as an entrance to the boat, are next to be opened and folded upon
the side of the boat. The doors D, D, are two folding doors, one only is seen
in the Figs.; they are cut into that part of the cylindrical surface which is
intended to be above; they are surrounded by a packing to make them water-
tight, and when closed are to be fastened from the inside of the boat by the
passengers,when necessary. The non-collapsible boatistobepropelled by means
of the several cranks C, C, C, placed between the seats, Fig. 2, having their
bearings in the bars 61,b,connected in the middle byalongconnecting rodl, and
connecting them further to a crank c' of the bevil gearing W, P, Figs. 2 & 5,
working the propeller z. When the sea is calm and the wind favorable the
mast M may be raised and a sail or two unfurled. In the folding boat the
rods o, o, Fig. 7, passing between the seats are connected at their ends to
angular blocks, also connected so as to form a sliding frame, which is to slide
in the slots of the bars 62, 62, Fig. 7. The frame is connected by means of the
slots upon the levers L, L, to the rods o¹, e¹, to which said levers are also
attached by hinge joints; the rods o¹, o¹, are connected by like joints to the
parallel rods, which are in turn connected by a joint to the rods o³, o²,
jointed with the levers L, L', of the oars O, O, Fig. 7.
The parallel rods p, p, move in a stuffed collar in the centre of the circular
head, and also in a collar in the centre of the stern. The collars are kept
stationary by the rods above mentioned, while the stern of the boat and the
head H are permitted to move or rotate about them; both collars and the rods
within them move water-tight. The collar moving in the stern carries the
supports and fulcra of the levers L', L', to which the oars are attached. The
oars O, O, Figs. 7 & 11, are constructed each of a plate of metal, rectangular
in outline, and divided by the bearings for the lever L into two unequal
parallelograms. The support s is a rod bent at right angles and firmly fixed
to the lever L', to support the larger parallelograms when the oar is intended
to act upon the water, while said parallelogram is permitted to make a quarter
revolution about the lever L', so as not to impinge materially upon the water
in its return stroke. The support s' on the lever L' limits the revolution of
the plate.
It will be readily understood by working the rods o, o, between the seats

page_text: forwards and backwards, the oars are moved at the same time,acting onlyone
way, it being all the same whether the boat be revolving or not. To steer by
the above arrangements the pilot throws one of the oars out of action by
raising one of the levers L, L, Fig. 4, when the sliding frame will be discon
nected from the rods operating the oar on that side, pressing the lever down,
the connection will be made again.
The non-collapsible boat is to be steered from the bow of the boat by means
of a stout rod passing through a water-tight opening in the bow of the boat,
upon which a plate of metal for steering is sus pended. The rod R', Fig. 2,
after leaving the bow, has an obtuse bend, and just beyond the angle of the
bend it carries a plate P¹ for steering. The plate P' has below its upper
fourth bearings or rings for the rod above mentioned, the part of the plate
below the point of suspension is hence much the heavier, and will remain in a
vertical position; even though the rod B' should be rotated,a wave could only
temporarilychange its position from the vertical without interfering with the
action of the rudder. To the end of the rod inside of the boat, and after pass-
ing through a brace and supporta crank is attached for rotating the same; it
will beseenthat as the crank isturned to either side, the plate P'is setobliquely
to that side, and the boat will turn. Between the brace above mentioned andan
abutment on the rod R', the rod R' carries a coil spring,or any other, for the
purpose of being compressed in case the rudder should meet anobstruction, and
thus lighten the collision. This rudder can be used even while the boat
is revolving, and it is not easily washed away, because it evades the shock of
the waves.
To fold the collapsible boat for stowing it away, a series of knee levers
1, 1, 1, 1, Fig. 7, fastened to the rods 2, 2, are placed between two rods 3, 3,
which rod: 3, 3, are to be forced together by means of a screw 4, to which a
crank is attached, and thus lengthen the rods 2, 2, by straightening the levers
1, 1, 1, 1, while the heads in their middle sections are forced into the conical
parts of the boat, when the boat will be folded at the same time. The knee
levers are confined to the rods 3, 3, by rings passing about to joints of the
levers 1, 1, and the rods 3, 3. To keep the reds 3, 3, always parallel, the rods
5, 5, slide up and down in their ends, while the rods 2, 2, slide through the
middle of the rods 5, 5. The rods 3,3,are much stouter in the middle where
the screw works in them; the screw acts only upon one rod, while the other
rod is controlled by suitable abutments upon the screw rod, so that the rods
3, 3, may be approximated or separated at pleasure. The crank lever is made
to slide so that it may be lengthened or shortened, as may be desirable. The
rods 2, 2, are confined at their free ends by suitable abutments to the semi-

page_text: '
circles 6,6, in which said rods may turn round but not slide. The semicircles
are hooked at each end into staples fastened to the middle section of each head,
so that the whole arrangement for folding may be unhooked and put away
when such should be necessary, which would be the case when the sea would
be turbulent enough to roll the bolt. Before the folding arrangement is
unhooked care should be taken to have the heads well fastened to the wall of
the hall by means of the hooks and staples shown in the Drawings. Turning
the crank to the right will fold the boat, while turning it to the left will unfold
or dilate the same. The fenders E, E, Figs. 1 & 6, made of india-rubber and
made hollow inside, are placed on each side of the boat, and when uninflated
will keep off violent blows from or against hard substances; when inflated
from the inside of the boat by means of a bellows, the boat will be made a
great deal more steady, while it is buoyed up at the same time for the purpose
of receiving passengers or permitting them to get out.
A window W¹is placed above the bow of the boat for the pilot to see which
way to steer; also stout lenses are secured into several places of the hull for
admitting light.
The advantages of my boat are, 1st, the cylindrical form, which offers the
greatest strength and capacity of known figures; 2nd, the rolling of the boat
will evade the shock of the waves; 3rd, the passengers are never thrown off
their seats; 4th, the boat can be propelled and steered under all circum-
stances.
Having described the nature of this Invention and the manner of performing
the same, I declare that what I claim as the Invention to be protected by the
herein-before in part recited Letters Patent is,―
First, constructing the body of the boat in the form of a cylinder, terminated
at each end by a cone, or by a bow and stern, somewhat similar to that of
common boats, the same being made collapsible or non-collapsible.
Secondly, providing a rolling carriage furnished with transverse suspended
seats, either to roll inside the cylindrical part on a railway or to roll about a
concentric sleeve fixed and well braced within each end of the cylindrical part
of the non-collapsible boat. Thus constructed, the level position of the seats
connot be changed by any motions of the boat whatever. The boat may
perform complete revolutions.
Thirdly, arranging spring valves to close suitable air holes made into the
periphery of the hull, when said holes are below water and not acted upon by
an arch attached to the before-mentioned carriage, which opens such holes as
are above water. Thus fresh air can be constantly admitted.
Fourthly, the rods or cranks placed between the seats and so connected

page_text: with oars or a screw propeller that every passenger can assist in advancing
the boat.
Fifthly, the non-collapsible boat provided with a rudder projecting from the
bow of the boat, by means of which the boat can be steered.
Sixthly, arranging knee levers between two stout plates of metal, which
plates, when forced together by the screw and crank with which they are pro-
vided, will straighten said levers and fold the circular heads to which they are
connected, and with them the whole boat.
Seventhly, the buoyant fenders placed on each side of the boat, constructed
of some stout and elastic fabric, so that the same may be inflated from the
inside of the boat when desirable.
In witness whereof, I, the said William Clark, have hereunto set my
hand and seal, this Ninth day of November, in the year of our Lord
One thousand eight hundred and sixty-one.
Witness,
JAMES DAISH,
53, Chancery Lane, W.C.
W. CLARK. (L.S.)