IMPROVEMENTS IN THE CONSTRUCTION OF A STEAM VESSEL SUITABLE FOR FERRYING LADEN TRAINS ACROSS THE OCEAN COMPLETE, TOGETHER WITH ITS LANDING PLACES, BREAKWATERS, AND MODES OF PROTECTION FROM MARINE INSECTS AND FOULING, WHICH IMPROVEMENTS ARE ALSO GENERALLY APPLICABLE TO OTHER VESSELS, AND TO THE PROTECTION OP IRON AND WOOD EXPOSED TO THE ACTION OF THE SEA WATER
Year: 1867

page_text: PROVISIONAL SPECIFICATION left by Edward Henry Cradock Monck-
ton at the Office of the Commissioners of Patents, with his Petition, on
the 21st May 1867.
I, EDWARD HENRY CRADOCK MONCKTON, of the Oriental Bank Corporation,
Threadneedle Street, in the City of London, do hereby declare the nature of
the said Invention for "IMPROVEMENTS IN THE CONSTRUCTION OF A STEAM VESSEL
SUITABLE FOR FERRYING LADEN TRAINS ACROSS THE OCEAN COMPLETE, TOGETHER
WITH ITS LANDING PLACES, BREAKWATERS, AND MODES OF PROTECTION FROM MARINE
INSECTS AND FOULING, WHICH IMPROVEMENTS ARE ALSO GENERALLY APPLICABLE TO
OTHER VESSELS, AND TO THE PROTECTION OP IRON AND WOOD EXPOSED TO THE ACTION
OF THE SEA WATER," to be as follows:-
1. In order to show clearly the nature of my Invention it is necessary to
give a short summary of what has already been done in the matter of ships
having a double hull; that the idea of a double hull is very old is evidenced
from the double-hulled Eastern prahus; in later times, 32 years ago, a Patent
No. 6892, was taken out in 1835 for a double vessel to be driven with a
double wheel, &c.; ten years later, in 1845, in Patent No. 10,943, is
described a vessel with two hulls connected together by a deck and an arch
of iron or other metal plates, each hull being constructed so as to have a
greater buoyancy on the inner side than on the outer, the keel and stems in
order to effect this being placed off the centre of the vessel towards the inner
side, so that the angle of the bow may be more acute on that side than on the
other. In 1854, nine years later, another Patent, No. 277, advocates the
adoption of twin vessels with straight inner sides having a waterway between
A

page_text: them, braced together, with a continuous or intermittent flowing under water
at or near the keel or bottom of the vessel; and in 1856, by Patent No. 2248,
it is proposed to build ships with their keels placed at some distance from
each other, the portion of the ship's bottom being arched, so as to form a
tunnel extending the whole length of the vessel, and the crown of the arch
pierced for one or more paddle wheels to work in by steam.
I therefore do not claim any novelty either in the adoption of double hulls
having a waterway between them, or in propulsion by wheels placed in this
waterway, or in taking a train on board, but my improvements consist as
herein-after described,-
Firstly, in the novel form of the hulls for insuring strength, safety, and
speed, and for preventing the channel between them from becoming choked
up with water, more especially at bigh velocities, and in the arrangement of
the position of the rudders with their steering gear.
Secondly, in the arrangement of the engines and propellers.
Thirdly, in the arrangement of the accommodation on board for passengers
and others.
Fourthly, for the introduction of the lime and electric lights on board.
Fifthly, in a novel arrangement for generating and using gas on board.
Sixthly, in arrangements for stowing away petroleum, tar, petroline, naptha,
and other similar inflammable substances, which may be used for fuel, or for
generating gas, so as to insure safety in their use, and to remove all risk of
danger from fire.
Seventhly, in the application of novel methods for the protection of ships*
bottoms and other materials from fouling when exposed to the action of
sea water.
Eighthly, in arrangements for landing places, floating stages, and break-
waters, hydraulic lifts, and balance bridges suitable for the purposes of
the ferry.
And, ninthly, in the general arrangements as a whole, though not novel in
themselves, necessary for the construction of a novel gigantic iron ocean ferry
complete in all its parts, which improvements are for the most part generally
applicable to all seagoing vessels, vessels of war, and to other useful purposes.
My improvements are as follows:-Firstly, by referring to my Patent
No. 1153, dated 21st April 1862, a description will there be found of a large
ferry ship; as a vessel on this principle of construction has never been made,
and as the Invention is my own, I bere claim the Invention as therein
described, together with the improvements on it herein-after described for
single-hulled vessels, and I adhere for double or more hulled vessels to the

page_text: same principle of construction, for imparting strength to bulls of greater
length, and also where the hull is made very broad; in such cases I introduce.
several such tubes at equal distances, either with or without waterways
between them, and also tubes across; the vessel described in the above Patent
has for its support or backbone two tunnels placed side by side, and con-
structed much on the plan of the Menai tubular bridge; these are built into
and form a part of her broad flat-bottome:l hull, so that the lower part of the
tunnel forms a part of the hull, and the upper part rises above her deck and
renders her as stiff and strong as the bridge itself, and equally capable of being
suspended by her ends in the air, and consequently of at least double that
strength when immersed in and supported by water; thus a section of the hull
presents the appearance of what is called a T-piece reversed, 1; where the
vessel is very long and broad her bull is further strengthened longitudinally
by a longitudinal division, which has the same effect as the tube though
confined to the deck level; this division may be either complete from end to
end, and from the bottom to the deck throughout, or it may be partial,
according to circumstances. I improve upon the bottoms of single-hulled
ships so constructed, and make them precisely as I do those of the double-
bulled ships, as elsewhere described; thus these double hulls being placed in
contact gives the form desired for the single hull. Adhering to the above.
patented principle for building single hulls I merely divide a vessel so built
into halves longitudinally, so that each half or bull retains one tunnel or tube:
as its support or backbone. The tunnels are constructed variously to suit.
circumstances, as, for example, 30 feet deep by 10 feet wide, but a good pro-.
portion is 32 feet deep by 12 feet wide, which allows more room, and of
which 20 feet would be below the deck level, and 12 above it, as this width
and height would suit most trains.
Although I give throughout this Patent various measurements as being
generally speaking the best, yet I by no means adhere to them so long as the
principle of construction described is observed, because a measurement that
may suit well for one purpose may not answer for another. Thus a vessel
may be made 400 instead of 800 feet long, and her construction at the stems
remains in all respects the same, the bottom being shortened. With this under-
standing I now proceed to further describe the construction of the hulls. I
carbonise the iron by submitting it while heated in closed ovens to a current
of carbonic acid gas, which renders it less liable to oxidation and stronger.
This process also admits of the iron already prepared and pierced with boles
being carbonised, so that every part may be either carbonised on the surface
only, or the process be carried on till the plate is completely penetrated

page_text: throughout. In order to give extra strength and support laterally I place
two sheet-iron cabins, one at each side, laterally built into both the hull of the
vessel and into the sides of her tunnels; two of the water-tight divisions are
here also raised above the deck to the height of the tunnel on each side, the
outer side being formed by raising the ship's side there so as to enclose it, this
is well secured together, and thus forms an extra space for the engines and
engineers; if the vessel is made very long I add two more cabins, as above,
midships.
The hulls are each made 800 feet long, 40 feet in beam, and 20 feet in
depth. The inner sides of the bulls are made quite upright and also quite
straight both at their sides and along their bottom edges to within 50 feet of
each end, they then rise in a slope from the bottom to the deck level at each
end, each end becoming at pleasure alternately either a stem or a stern, the
rudders at the stems being fixed to form cutwaters; there are four rudders,
cne placed at each end of each hull, their stern posts being attached at a
distance of 50 feet from each end to the ends of the inner sides of the hulls.
The inner side of each hull from the termination of its straight and level part
at the bottom has a hollow space cut out of a part of its upward slope, com-
mencing 50 feet from the ends sufficiently large for the rudder to work in;
this hollow is cut out at right angles to the bottom level, so that the rudder
post is inserted upright or at right angles with the run or bottom level of the
inner side. The outer sides are shaped differently for a space of 400 feet
occupying the centres of the hulls, they run exactly parallel to and are made
of the same depth as the inner siles, their sides and their bottom edges being
quite straight and upright; their extreme ends as they rise above the water
line to the deck level are partially rounded off or curved inwards, so that their
curves unite above with the square stems or ends of the vessel at the deck;
from their bottom edges, however, commencing from the part adjoining the
level space of 400 feet occupying the ship's centre, as above described, the
outer sides are made to rise S-shaped gradually in a very gentle double
curve or wave line till they reach the distance of 140 feet towards either end,
after which they are made to curve more rapidly upwards, the sides also being
curved inwards gradually for the last 60 feet, or from about the level of the
ship's water line as above described. The hottom of each hull will be flat and
level for the 400 feet, which constitutes the centre of the ship, the bottom at
each end end will then commence to be gradually and almost imperceptibly
tapered off, slanting upwards from the inside to the outside for the distance of
140 feet, but will still be kept straight for some distance in its cross section,
the inner edge or side of the bottom throughout corresponding with the inner

page_text: side of the hull, and its outer edge or side rising simultaneously with the
outer side of the hull; in order, however, to give the vessel a free run both
for entering and leaving the water, and in order to make her steer well, her
bottom as it approaches the rudder post will be curved gradually downwards
near the inner side, the curve becoming deeper and deeper till at last when
the rudder post is reached a section of the bottom will show it to be nearly at
right angles with the inner side; and those parts of the hulls nearest the ends
viewed endways will have the appearance of being two halves of a common
-hull divided, the bottom will be seen gradually and imperceptibly rising from
its lowest flat level in gentle curves till it reaches the top of the rudder or
somewhat above it, and the water line will then be continued, following the
slopes of both sides upwards from this point, somewhat resembling a barge,
till it reaches the top where it joins the deck; it will be at once seen that by
this construction the bottom of the ship is in order to enable her to pass
rapidly over the water made much like the stem of a fast going steamer
(which is built so as to cleave through the water) placed on one side, and
thus constitutes the best possible shape to give her for skimming over it, while
on the other hand as there must be a greater or less tendency in all double-
hulled vessels otherwise built to hug and accumulate at least half the water
driven from before their stems between their hulls, the wall sided straight and
continuous inner sides of this ship will keep the run not only clear so as to
allow whatever water lies in this channel up to her depth of floatation to pass
freely out astern, but also the peculiar shape of her bottom slanting upwards
and outwards, and her deep inner sides extending to the bottom level of the
ship and also up to the bows will effectually throw all water that is or that
may be driven in front of each hull in an outward direction, thus also in barge
shaped double-hulled vessels I cause the stem or bow as well as the bottoms
to rise with a slant outwards from the bottom of the inner side at an angle
and not square. The bulls are placed 25 feet apart, and are united in the
first instance by strong iron deck beams and girders which run across froin
side to side, and render the whole of the bulls with the intermediate space one
vast deck; each hull is to be subdivided with more or less 20 water-tight
compartments by iron bulkheads separated entirely from each other, so that
the two hulls baving 40 water-tight compartments she may be safely con
sidered unsinkable. These divisions also give to each hull immeuse lateral
strength to resist the waves and also to support them.
The novel arrangements for the steering gear consists in placing the shafts
or poles (which are usually attached to the rudder head in a line with the
keel when the rudder is held straight) at right angles with the run of the

page_text: vessel, so that the wheel and belmsman shall be on the side and not in
the centre of the ship, and also clear of the tunnels, trains, and cargo, and in
arranging the steering apparatus so as to be acted on by the engine by the
usual mechanical appliances, so that in case of necessity this extra power may
be applied. The tunnels built into the ship are united above and form a
third tunnel, and their tops form then with the space between them the floor
of the cabin herein-after described; this arrangement adding immense strength
to the structure and uniting the hulls into one solid mass. I make my ferry
broad and single hulled, and have additional tunnels to brace her, both longi-
tudinally and across; I by preference shape the ends so as to follow the curves
as given in the outer sides of the vessel above described; thus the bottom at
.first flat at its lowest level will rise continuously in gentle double curves or
wave lines up to and above the draught water lines.
Secondly, as regards the propulsion I prefer to use screw propellers, although
in some cases paddle wheels would be more desirable; in either case several
engines are preferable to one, say, for example, four, that is, two in each hu'l;
in the case of paddle wheels the shafts would pass across the waterway and
enter each hull; as regards the screw propellers they would be worked laterally
through the ship's inner sides by the conjoint action of the engines in cach
bul placed opposite each other, and the connecting gear and screw shaft
would be in this case supported on a beam fixed across the waterway, and
the bearings and cranks be further enclosed with the connecting rods in a
closed passage which would enable the engineers to pass from bull to hull
beneath the deck. The screws would be made of the greatest size that the
space would admit of, one screw being right-handed and working to the right,
and the other left-handed and working to the left. The screws would if
made in the usual form be 4, 5, or 6 bladed. By another arrangement
I place blades circularly in a screw form, round a long shaft, many
of which work simultaneously in the water together, or I use a con-
tinuous screw on a long shaft which works in the water. And I also by
another arrangement cause each engine to work a screw of its own laterally
through the inner side; these screws are made to occupy about half or a
little more or less than half the diameter of the water space, and are also
made right and left handed so as to work in opposite directions, the hindmost
screws revolving with greater rapidity than the foremost ones; by this last
arrangement by reversing the screws on one side the ship could be turned by
her screws alone with the greatest facility. I further make my screw pro-
pellers of iron, which is much cheaper than gun metal, and protect them from
the action of the sea by means of zinc sheets and slabs attached to them and

page_text: to their shaft; and I further in lieu of several propellers introduce one large
paddle wheel of immense size rising between the tunnels above the deck level
50, 60 feet or more in diameter, propelled by 2 engines; and further I adopt
the following novel method of propulsion, I have two small pumps worked by
a double doukey engine; one of these pumps has a capacity much greater than
the other, varying according to the work required. As one example of the
difference of size we will assume the one to have a capacity represented by
one cubic inch, and the other to have a capacity of 32 cubic inches;
which relative proportion or any other proportion can be increased or
diminished, and can be further regulated by having the cylinders made longer
than is absolutely required, and the stroke of the piston is lengthened or
shortened by the usual method of dividing the piston rod aud uniting it by
means of a connection having a right and left handed screw. The smaller
pump pumps water through a finely pierced sheet of metal or through very
fine wire gauze inserted as a diaphragm across the end of the tube into which
the water is injected, while simultaneously the larger pump forces in the air,
the volume of which in this case would be 82 to 1 of the water; the tube
passing in a raised coil or otherwise through a chamber kept heated by any
means, say by a petroline flame, the vaporised air instantly flashes into
superheated steam combined with hot air; this is admitted alternately by
means of an oblong slide having 2 thin longitudinal slots in it, moved back-
wards and forwards into one or other of 2 pipes leading to two water
chambers, which I prefer to make long with long valves in them opening
upwards placed at or near the ship's bottom; the vaporised immediately
closes this valve by depressing the water, and the water having no other exit
is driven out by another pipe with a valve in it opening outwards, inserted at
or near the bottom of each water chamber, which passes either horizontally
or at a depressed angle through the ship's stern. The slide, if preferred, may
be made circular with narrow slits, or else there may be two stop cocks with
long slits in them set at different angles, so that a rotatory instead of a sliding
motion may be adopted. The number of slides and water chambers may be
increased indefinitely so that they may be applied simultaneously to any part
of the ferry, and the tubes from which the water is ejected may be placed at
the ship's side at a slight angle with it. Where the vessel is to be propelled
with either end alternately as a stem, the system of chambers and propelling
tubes must be doubled, or at all events the tubes. I prefer (and which
arrangement I specially claim) to have two sets of pipes from each chamber,
each set acting simultaneously but alternately on both sides of the ferry ship,
so that whether the propulsion by water be from behind or from the sides the

page_text: stroke shall be equable on both sides, and the impact not be given first on one
side and then on the other. In vessels intended to ferry short distances I use
in my generators the purest water which is taken on board; where the voyage
is too long for this supply I arrange the outside of the furnace as a boiler,
and also the top of the flue, by which means I constantly distil a sufficient
quantity of sea water, supplying the sea water in the boiler from that coming
from the steam condenser; the distilled water is by this means pumped very
hot into the generator, which thus economises the fuel, the heat being nearly
all retained. Where sea water is not distilled pure, or else common water is
placed in lieu of it, in this outer boiler which is then made larger so as to
heat it without distillation, unless it is preferred to do so with all the water
used, owing to the difficulty of getting rain or pure water; by this means the
superheating tube is always preserved from fouling; arrangements are also made
with cocks so as to admit of any dirt in it being blown off, which should always
be done from time to time as a matter of precaution, however pure the
water. The special advantage of this system over any other, such as Parker's
Patent steam and air injector, is that in the latter case the orifices through
which air and steam are driven are open to the atmosphere, and consequently
acting against a mere atmospheric pressure, whereas the pumps owing to their
being closed combine all the advantages that an ordinary steam engine has
over an eolopile, and power is gained up to any amount of the pressure
that the combined heated air and steam is worked at, which may be 10 or 20
times more than that of the atmosphere. The sea water condensed is run
out and evaporated in pans by the waste heat into sea salt, to be sold to baths
to those away from the seaside, so that it serves as ballast in lieu of the fuel,
and aids also in paying for fuel consumed.
I do not claim mere propulsion by water, but the method of carrying it out
as above described, and I further claim the combination of propelling by water
conjointly with the sailing.
Thirdly, the arrangements for passengers is effected by placing the saloon
or state cabins by preference above the tunnels, inclusive of the inter-
mediate space between them; this space if the whole of it was to be enclosed
would form an area of 800 feet in length by 50 feet in width, with an uniformi
height of about 7 feet; but as the tunnels would probably not be made the
same length as the vessel above deck but stop short, say about 50 feet more
or less from each end, the cabin space would-be, more or less, 700 feet long by
50 feet; the large saloon, about 150 feet long by 50 feet wide, would be placed
midships and be approached from the ends by a central passage of about
10 feet in width; the space at each side of this passage 20 feet wide would

page_text: be subdivided into a bazaar where all requisites for travellers could be at
once procured, thus, into a reading room, a ladies' saloon, a smoking room,
into private saloons, cabins for a post office, a custom house, bankers' agents,
medical men, invalids' bath rooms, and for refreshments and other purposes
for which the public may wish to hire them for either business or pleasure;
above this cabin space will be a splendid promenade. Where it may be objec-
tionable to raise the height of the vessel above water, so much as the addition
of the cabin space above described would necessitate, the cabin arrangements
would not be made as above, but on the decks, either outside the tunnels
which arrangement would admit of the saloons being more lofty though not
so wide, or else in the central tunnel with skylights, in this case the state
room would be, more or less, 25 feet wide and 12 feet high.
Fourthly, the lime light, as also the electric light, would be used on board,
one at each end of the ship, and in foggy weather the number of these lights
would be increased, as the engines of the ship would be used to work the
magneto machines and also the electrical action of the ship's bottom be made
available, great economy would result in applying the electricity, so that the
ferry would by this means be rendered visible to vessels at a great distance,
and she would herself be able to see objects far ahead. I generate electricity
by the following novel method:-I place an insulated copper coil on a
permanent magnet in exactly the same way that they are now applied on
electro-magnets, and I cause armatures made on a novel principle to revolve.
between them, thus I construct a large wheel with two brass sides, into the
circumference of these are inserted a number of bars of wrought iron each of
sufficient bulk to form an armature large enough to close the circuit, these
then resemble teeth in a cylinder; these bars by preference are placed so as
slightly to overlap each other by being arranged in two or more circles a small
distance apart, each of these bars is surrounded by a coil of copper wire, or
with thin sheet or leaf copper, or Dutch foil insulated, one coil or fold from
end to end on each bar being sufficient; the bars are connected one to the
other by double collars or connections also insulated, so that the wire wound
round each bar separately has each end inserted in these connections and is
thus united with the wire on the next bar, and so forms one continuous length
from one bar to another all round the wheel, and is then wound round and
round the entire wheel over the bars as a support and between the two sides
of the wheel into which the bars are inserted till a sufficient quantity has been
coiled on.
The coil may also. be continued if desired inwards towards the
centre as well as outwardly. This wheel is placed so that the soft iron bars
revolve with it between the poles of the magnet and within its two arms, and

page_text: the magnet may be constructed more or less circularly, so that the poles may
be made more easily to form and close the circuit (the bars or armatures
may be flat or round); their ends while in this position are made to revolve
with the wheel almost in contact with the poles of the magnet, by this means
one revolution only of the wheel will make and break contact a great many
times, and as each bar overlaps the other behind it the stream of electricity
will be continuous; thus if the wheel has only 100 such bars each revolution
of it must make and break contact 100 times, now one revolution of the
wheel in a second is no great speed, and yet the result would be that contact
would be made and broken no less than 6000 times in a minute, a frightful
velocity for any armature to be revolved at in this time in the ordinary way,
and yet the result will be greater owing to the continuity of the electric
current; the coil on the wheel thus becoming charged is made to continuously
charge the coil on the permanent magnet, thereby making an electro-magnet
of it in addition to its permanent power, and every instant adding to the
stream of electricity, which is thence drawn off for the purposes of lighting
or for producing magnetic power in engines. The connection between the
wire on the wheel and that on the magnet is made by means of insulated
rings attached to the wheel, along which the ends of both wires are made to
slide; as a substitute for charcoal or gas coke points for lighting a mixture
of alumina or of clay with gas coke, or else of clay with plumbago, or a
mixture of these, is made, moulded, and baked.
Fifthly, it has always been a difficulty to arrange for a safe method of
generating gas on board; it is therefore proposed to adopt the system of either
vegetable oil gas generated in the usual way by an apparatus attached to
and inserted into the fire-places of the boilers, or else to adopt the following
novel method of using the volatile napthas and spirits :-The naptha is forced by
a small pump or by hydraulic pressure from an elevated cistern, with a pipe
and stop cock, through a plate of finely pierced holes, or through a fine wire
gauze, so as to form spray in one direction into a chamber, into which air is
either forced from an air pump or from a gas holder in an opposite direction,
so as to commingle, or else the naptha is poured into long mains or tubes,
along which air is forced; the mixture then passes on to the receiver and is
ready for use, any naptha in excess runs into a reservoir and is again used; by
this process no heat is required for generating the gas, and only as much need
be made each time as is required, or it can be made during its use, so as to
leave nothing in the receiver when not required. As an example, the relative
capacities of the two pumps, the smaller pump which forces the jet of naptha,
volatile oil, or spirit, may, if the naptha is good, be made to the air pump in

page_text: size as 1 is to 32, with hydraulic pressure in lieu of pumps; merely turning
the supply tap regulates the quantity. The gas however generated is either
received into a bag subjected when full to pressure either of a spring or a
weight, or else the bag is placed in an iron vessel closed in save the hole for
the gas pipe, into which water is admitted from the sea or from a cistern;
thus by having 2 such bags or reservoirs, the one can be filling while the
other is being used, and the cooking can thus be effected by gas and the
cabins kept warm by the use of gas stoves, while perfect safety is ensured.
In order to regulate the gas and proportions of air I make the pumps for
each with long and large cylinders, and shorten the stroke of the piston, or
lengthen it by means of a divided piston rod united by a right and left screw
joint; this is essential as the napthas or other volatile oils or spirits are not
all equally volatile; when the air and vapour of the essential oil is in due
proportion a brilliant light will be produced, when the air is in excess the
combustion will be more complete till a blue flame is produced, in which
condition with a proper nozzle this Invention becomes adapted to very
cheap blow pipes and furnaces of all descriptions as well as for cooking
stoves.
Sixthly, as petroline will largely be used on board the ferry, and also tar,
naptha, and other inflammable substances, either as fuel or for generating gas,
it becomes a matter of the greatest importance that provision should be made
for a safe means of stowage so as to prevent risk from fire; the following
novel method will render a vessel so supplied actually safer than when stored
with coal or other fuel:-I place in the hold by preference, or in any con-
venient place, a closed iron vessel; this vessel is either filled with several
smaller vessels or with one iron tank only secured to it, into which the
naptha, &c., is poured through a pipe passing through the outer case, water
is then poured into the outer vessel, which thus completely surrounds the
inner one, so that in no case whatever can there be an escape from the inner
vessel save into the water of the outer case, and it is not easy to imagine a
case where such violence could be used, first to the outer case and next to
the inner case while placed so near the bottom, short of a total destruction of
the ship, that would admit of the inner vessel being broken, besides which
naptha vessels placed so low could always be flooded in case of fire, which
cannot now be done so easily with coal; each naptha or petroline case would
be supplied by its pipe passing from the inner through the outer case, on
which pipe there would be a stop cock, and alongside of which there would be
another smaller pipe to admit air by to the case, this also having a stop cock
the supply pipe would be attached to a pump and the naptha, tar, or petroline

page_text: be pumped up as required for either gas or fuel. It must be obvious that
no gas from the naptha could pass anywhere when the stop cocks were closed,
and even if they were left open it could only pass into the pump; the pipes
and pumps would be further protected by a fine wire gauze cloth. The
advantage of this fuel is that it occupies less space and generates more steam
than coal, and can therefore be easily stowed in the hold below the water line,
where it would be far safer even than the gunpowder magazine, or than the
casks of rum, gin, and spirits that are now kept on board all ships in wooden
casks.
Seventhly, I protect the bottoms of my ferry ships and other materials from
fouling when exposed to sea water by the following novel methods:-I, firstly,
use phosphorus in any of its known poisonous combinations, as, for example,
a mixture of crude phosphorus with grease, oil, tar, and varnishes, which
mixtures are applied either direct to the clean hull or over paint or varnish;
I also use compounds of crude phosphorus in the same way in combination
with other poisonous ingredients, as creosote, croton oil, strychnine, and other
similar poisonous and acrid materials, avoiding such combinations or metallic
salts as would tend to render the poisonous action of the phosphorus inert;
I further use for this purpose flat bags to hold the inixture, by which means
I can, while the vessel is at sea or at anchor, without docking her, draw the
bag with its mouth open next the ship along the bottom by means of ropes,
and thus lubricate the ship with the mixture; and I also use similarly a
piece of canvass with ropes placed across it at every 2 or 3 inches, on and
between the interstices of which the mixture is placed prior to application.
Animal life cannot exist in contact with crude phosphorus, so that no fouling
could possibly occur, except where by accident the mixture was rubbed off,
and there it could be easily applied again. I, secondly, make use of galvanic
action, as by the following methods, firstly, I apply zine by a novel method
to iron vessels; the novelty I claim consists not in merely applying zinc to
protect iron (for this was patented 39 years ago, see No. 5692, of 1828, and
that zinc has this effect has long been known to chemists, but in the method
of its application; I effect this by boring holes into the previously well-cleaned
iron of the hull, and either enlarge these holes inside, or else I make a female
screw in them; the zinc is then placed on the ship and zinc plugs with heads
to them are driven through corresponding holes in the zine into these holes,
when by the force of the blow the plugs expand in the hole in the iron and
fill up either the enlarged space or the screw indentations within it, and are
thus held secure; iron screws or plugs may also be used, but the simple zinc
plug is the easiest applied and best; practically the difference of expansion

page_text: between zinc and iron does not separate the zinc, for it is very trifling, and
the difference of temperature in water even in long voyages is very slight;
but ever were it greater than it is zinc sheets do not injure by what is called
buckling up. I apply the zinc as above also between the streaks of iron ships
on the inner plate between the lap joints by placing a somewhat thicken plate
of zinc in this position, when the galvanic action will protect the sheets that
overlap; this is caused by a slight exfoliation, the action (which is very
gradual) of the iron itself combined with the galvanic action of the zinc, so
that all vessels so built may be ziuced and protected so as to avoid docking
for considerable. periods. I, secondly, use amalgamised zinc plates for this
purpose, whether applied as above or otherwise. Thirdly, I use compound
plates consisting of one sheet of zinc and the other sheet of another metal. I
do not confine myself to any particular metal, but the following are examples
of compound plates:-A thin sheet of copper, brass, or iron, as thin, if preferred,
as foil is placed beneath a sheet of commercial zinc and nailed or secured with
it, the zinc being outside, on to a ship's bottom built of wood will protect her
completely from fouling; in iron ships the compound plate must be iron and
zine; it is necessary, however, that the inner plate of copper or iron should be
covered with the zinc, this is of more importance with copper than with iron,
though important in both; the iron sheet within is preferable to the copper in
all cases, even in wooden ferries, because the action is slower and therefore
the waste of the zinc is less; another advantage in applying the compound
iron and zinc plates to iron ships is that the corrosion of the hull is thus
absolutely avoided, as the iron, if the compound plate is corroded in its place,
and can be renewed as required, and the hull be thus rendered imperishable ;
a hull so protected, unless injured at sea, ought not to require docking for
several years. In applying the compound iron and zinc plates to iron vessels
it is preferred to tar the hull before applying them. The mistake made
formerly in protecting ships that were coppered by slabs of zinc was
that in leaving the copper surface exposed wherever not covered by zinc
it became immediately covered by barnacles; by covering the copper or
Muntz's metals by zinc, which at once makes it into a compound plate, or
by using the compound plate itself direct on to the bull, no copper is left
exposed, and consequently there can be no surface stall for the animalcula
to adhere to as the exfoliation prevents adhesion; another advantage bere is
that by amalgamising the zinc its action is rendered more powerful as a
battery, while the exfoliation and consequent waste of zinc is much lessened.
A vessel coppered or protected with Muntz's metal may have its copper by this
means rendered almost everlasting at the trifling loss of the slow con-

page_text: sumption of the zinc plates, and may thus be zinced over and over again.
Galvanised or electro-plated metals may also be used in forming these
compound plates for the negatives. Fourthly, I use the following novel
method I take galvanised iron netting web or cloth, such as is used
for rabbit fences, the meshes in which can be made of any size or shape,
and roll it flat, this I apply by means of galvanised iron clamps or zine
clamp pumps inserted into holes as above described to the ship's bottom,
whether the vessel be of wood or iron; by means of this web I am enabled to
secure against the ship's bottom strips of zinc or metal calculated to produce
a galvanic protective action, or else I can use the interstices of the cloth for
retaining my phosphorus mixtures, or else I apply melted sulphur or
sulphur ointment or other similar appliances, which fills up the hollows
and cannot be scraped off, the cloth retaining the preservative preparation.
Fifthly, I prepare a metal or alloy consisting variously of from 95 to 97%
parts per cent. of zinc with from an half part to one part of tin, and from
2 parts to 4 parts of lead, this I either amalgamise or not at pleasure, and
use in lieu of the commercial zinc plates for the purpose of protecting ships
from fouling, or in lieu of zinc sheets for making my compound plates. The
advantage is that the plate so made has in itself a slight galvanic action, and
is also more malleable and less subject to buckle up.
Eighthly, I arrange my meaus for landing as follows:-As every locality
along a coast more or less differs from others, so will arrangements have to be
made to suit the peculiar circumstances; in some cases I employ floating
breakwaters anchored in the tideway, within which the vessel shall enter for
shelter, she will then either run with her side alongside a sea wall built in the
tideway along the shore with its ends made to project so as to receive the
vessel's bows, having a sufficient depth of water at low water, or else she will
run with her stem into a hollow made in a sea wall on the American system
built as above, and be moored to proper moorings within the floating break-
water, be or else be run alongside an ordinary pier ready where such is made,
which could either have a recess made so as to admit of her running into the
hollow space, or else a projection raised on piers could be added to the pier or
wall which would fit her stem and the trains by means of a lift or bridge could
be run on and off this, or by means of turntables, and by other arrangements
that are well known such projections could be avoided, and the train bea
run on to the pier sideways instead of over the stem. The sea wall which
forms the landing place being made with projections at each end by means
of an hydraulic lift or of a moveable bridge, the trains are easily raised or
lowered and run on to and off from the ferry by means of rails laid both on

page_text: the landing place and on these projections; in lieu of a sea wall a pier made
with piles driven or screwed into the tideway shore may be used, and if
neces-ary be connected by a bridge with the shore, instead of. having a solid
embankment, or where advisable a floating pier or landing stage, such as is
commonly used, with or without a projection, may be added to the pier wall
or to the pier built on piles, to this floating landing pier I by preference give
a novel form that is the shape of a T, the base being secured by chains to the
pier or landing place and also to a bridge connected with it, but so as to admit
of its playing up and down, and the tongue projecting into the tideway being
also securely moored to the bottom, the vessel would then run into shelter on.
the one side or the other of it within the breakwater, according to the direction
of the wind, be moored in calm water, and have the additional advantage of.
always being on the same level with this pier; or in lieu of this floating pier or.
stage employ a bridge of from 200 to 300 feet in length, one end of
which is fixed to the sea wall or fixed pier by hinges, and at about one-third
to one-quarter of its length from the end projecting out is supported on an
hydraulic lift, or on an apparatus for raising or lowering it fixed upon piles,
so that the end of the ferry may be run underneath the raised end of the
bridge which will be lowered on to the deck, a flap when requisite is used to
connect the bridge with the deck, a few piles are in this case driven in at the
proper places in order to serve as a guide to the proper position for the vessel
to take on passing under the bridge, to which the vessel can also be at once
secured. The tunnels into which the train will run will not be continued
above the deck to the ends, but a space of about 50 feet at each end will be
kept clear so as to admit of laying down cross rails for shunting, turntables,.
and other such arrangements, and it is on to this space that the above bridge
or lift, as it may be, will have to be lowered where the vessel runs at once into
position the trains will run direct on and off from the sea wall over the bows.
I use the lime and electric lights on shore as well as on board to guide the vessel
to these landing places, and I use a small steam engine in order to haul the
vessel into position when requisite in bad weather and to work the hydraulic
lifts or other apparatus.
:
The breakwaters on my system consist simply of logs well creosoted,
iron bound and chained together at both ends; these are anchored with
their ends in the direction of the coming wave 2 or 3 rows of these
will suffice if placed one behind the other to break the largest wave,.
the first row furthest out would be short so as to catch a part of the
wave, which would then be half broken and spend the remainder of its force
on the second and other rows anchored within it; in certain positions a third,

page_text: row might be required, while in others one row would suffice; in order to
make the log ends more effective I fix a piece of wood about 8 feet from the
end of the log rising at an angle of about 30 degrees with a cross tie piece to
secure it in its position, and the whole is strongly iron bound, by this means
I present 2 points in lieu of one in each log to the sea, it will thus be
seen that I accomplish by width and several rows what ordinary break-
waters do by their height. Another advantage is that a breakwater nearly
the whole of which is immersed in the water yields to the wave, floats
with it, and does not receive the same blow or shock as one rising out
of it, the construction is simple and cheap and it can easily be renewed.
The tops of my hydraulic and other lifts I make when fixed either level
or slanting, or else I make the tops moveable and attached to it by a hinge
at or near their middle so as to balance and tilt either way, or by a hinge
at one of the ends, so that the top may be raised or lowered as well as
the lift.
Ninthly. Having above described my improvements I will now generally
further state that the system of Messrs. Renton and Atherton, by which this
ferry will be rendered absolutely unsinkable, (viz., by the introduction into
her hull of air vessels placed in suitable positions and of cork or light wood
(whose specific gravity is much lighter than water) built into her bottom
compartments,) will where practicable be adopted, that in parts of it, not in
the whole vessel, steel or iron carbonised as above described, as being lighter
and stronger than iron, will be used, and that propulsion by the ejection of
water as above described where possible will be adopted. In order to prevent
any slight difference in guage from interfering with the transit of trains
from one country to another during the voyage, the wheels will have an addition
made to the insides of their flanges consisting of two or three pieces of curved
steel, as many as may be found most convenient, these are placed round the
inside of the flang and made to fit it, and are secured by bolts having their
heads countersunk into the steel with screws and nuts fastened inside the
wheel on the outside of the flange; by this means if the difference of guage is
an inch, half an inch thickness of steel on each wheel will suffice to make up
the difference; these pieces of steel are put on and taken off during the voyage
by either raising each side or end of the carriage alternately above the rail
by an hydraulic lift, or by running the flanges on to a piece of wood sufficiently
high to raise them clear of the rail. The trains also will be run into the tunnels
where desirable down an incline below the deck level.
I claim the general arrangements as well as those specified in detail for a
vessel totally new in design and idea for the ship itself, though the principles

page_text: on which its component parts are constructed may be old) is as great a novelty
as any of the above novelties in its details.
And I further claim generally such parts of the details as are novel, useful,
and applicable in other ships and places and that may be adapted to other
purposes generally.