CERTAIN IMPROVEMENTS IN AND APPLICABLE TO BOATS, SHIPS, AND OTHER VESSELS
Year: 1852

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, RICHARD
ROBERTS, of Manchester, in the County of Lancaster, Engineer, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Letters Patent under the Great Seal of the United Kingdom of Great Britain
and Ireland, bearing date at Westminster, the Twenty-second day of May,
in the fifteenth year of Her reign, and in the year of our Lord One thousand
eight hundred and fifty-two, did, for Herself, Her heirs and successors, give
and grant unto me, the said Richard Roberts, my exors, admors, and assigns,
Her especial license that I, the said Richard Roberts, my exors, adñiors, and
assigns, or such others as I, the said Richard Roberts, my exors, admors, and
assigns, should at any time agree with, and no others, from time to time and
at all times during the term of years therein expressed, should and lawfully
might make, use, exercise, and vend, within England and Wales, and the Town
of Berwick-upon-Tweed, in the Islands of Jersey, Guernsey, Alderney, Sark,
and Man, and also in all Her Majesty's Plantations and Colonies abroad,
my Invention of "CERTAIN IMPROVEMENTS IN AND APPLICABLE TO BOATS, SHIPS,
AND OTHER VESSELS;" in which said Letters Patent is contained a proviso
obliging me, the said Richard Roberts, by an instrument in writing under my
hand and seal, particularly to describe and ascertain the nature of my said
Invention, and in what manner the same is to be performed, and to cause the
same to be enrolled in Her said Majesty's High Court of Chancery within
six calendar months next and immediately after the date of the said in part
recited Letters Patent, as in and by the said Letters Patent, reference being
thereunto had, will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the
said Richard Roberts, do hereby declare that the nature of my said

page_text: Invention, and the manner in which the same is to be performed, are fully
described and ascertained in and by the following statement thereof, reference
being had to the five Sheets of Drawings hereunto annexed, and to the figures
and letters marked thereon, that is to say:-
My Invention consists,―
Firstly, in constructing vessels with a passage outside the shrouds.
Secondly, in constructing vessels in such manner that light is admitted into
almost every part through openings in the decks.
Thirdly, in improvements in ventilating vessels.
Fourthly, in the peculiar application of hollow beams for supporting floors
and for ventilating apartments.
Fifthly, in an improved mode of rolling iron for beams and other purposes.
Sixthly, in applying two hollow keels to single-hulled vessels, and dividing
them into cellular compartments for stowing away goods, and for other
purposes.
Seventhly, in constructing iron vessels with longitudinal and transverse beams
under the floor, and dividing the space between the floor and the bottom of the
vessel into cells or compartments for the stowage of goods or water, which
cells being secured by water-tight lids afford great strength and security to
the vessel.
Eightly, in an improved mode of setting out the lines for the bows, and in
giving a peculiar form to the stern of vessels, in order that they may glide
with ease through the water, also in dispensing with the stern post or any
substitute for the same.
Ninthly, in applying to the cellular compartments under the floor of vessels
tubes having an altitude greater than the vessel's draught, in order that the
fresh water contained in them may prevent the ingress of sea water.
Tenthly, in improvements in storing fresh water, and in drawing it off
for use.
Eleventhly, in the adaptation of vessels for being anchored by the stern.
Twelfthly, in improved modes of applying and constructing rudders.
Thirteenthly, in the peculiar construction of spiral vane propellors, and the
mode of communicating motion to them in certain cases.
Fourteenthly, in an improved mode of connecting masts to the hull of
vessels.
Fifteenthly, in improved construction of anchors, whereby their strength and
holding power are increased, and the working of them facilitated.
Sixteenthly, in appliances for casting, heaving, fishing, and stowing away
anchors.

page_text: Seventeenthly, in an improved steam boiler.
Eighteenthly, in an improved arrangement of steam boilers on board ship.
Nineteenthly, in an improved arrangement and construction of coal bins,
and in the application of railways and waggons for depositing coal on board
ship.
Twentiethly, in the application of self-acting water-tight doors to the bulk-
heads of ships.
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Twenty-firstly, in an improved arrangement of steam engines on board ship.
Twenty-secondly, in an improved method of disposing of the exhaust steam
of steam engines.
Twenty-thirdly, in an improved life boat.
Twenty-fourthly, in the application of swivel fins for trimming vessels
laterally, and in the application of T or angle iron to their exterior to check
their tendency to roll.
Twenty-fifthly, in improved machinery for raising and lowering ships' boats..
Twenty-sixthly, in improved apparatus for disengaging the boat from the
lowering tackle.
Twenty-seventhly, in the application of railways to facilitate the stowing
away of the boats on board ship.
Twenty-eighthly, in improved application and arrangement of spiral vane
propellers.
Twenty-ninthly, in peculiar application and construction of shields to ships
of war to protect persons on board.
Thirtiethly, in the peculiar application and construction of sights to ships
of war.
Thirty-firstly, in an improved construction of gun carriage, gun railway, and.
mechanism for working guns.
Thirty-secondly, in improved machinery for raising cannon balls and car-
tridges from the store rooms to the decks.
Thirty-thirdly, in improved applications of leather, caoutchouc, and the like
materials to the vents of vessels.
Now, in order that my Invention may be fully understood and readly
carried into effect, I will proceed to describe the means pursued by me,
reference being had to the annexed five Sheets of Drawings, and to the letters
and figures marked thereon.
DESCRIPTION OF THE DRAWINGS.

page_text: the boilers a, a, the coal bins b, b, the chimneys c, c, engine room d, and bulk-
heads e, e, and in order to render the plans more intelligible the uses for which
the parts are designed are, in most cases, marked thereon. Figure 3 is a plan
of the vessel at the level of the first deck, and Figure 4 a transverse section of
the same; this level has a small portion of deck near the ends of the vessel
only, as shewn in Figure 3, the part above the engine room and boilers being
left open in order to give room for the steam pipes and flues. The cabins
marked in the engine rooms are for the engineers, stokers, and coal trimmers.
Figure 5 is a plan at the level of the second deck, and Figure 6 a section of the
same; the portion of the deck in the middle of the vessel, between the coal
bins b, is convenient for passengers' luggage, and the space at each end of the
vessel for cargo. Figure 7 is a plan at the level of the third deck, and Figure 8
a section of the same; the forward end of this deck is intended for cargo, and the
remainder for passengers. Figure 9 is a plan at the level of the fourth or
upper deck, and Figure 10 a section of the same; accommodation is provided on
this deck for passengers, crew, and live stock. Figure 11 is a plan at the
level of the fifth or promenade deck; Figure 12, a transverse, and Figure 13,
a longitudinal section of the vessel. It will be seen by reference to Figure 12
that instead of the ordinary wooden bulwarks the plates g, forming the sides
of the vessel, and continued above deck to admit cabins, as shewn in
Figure 12, and to increase the strength of the vessel. The bulwarks are
covered by strong plates of iron h, which are united to other strong plates i,
about two feet deep, namely, six inches above and eighteen inches below the
plates h. The plates dividing the coal bins 6 are continued up to and connected
with the plates h and i at the top of the bulwarks, which are attached to and
support the shrouds, whereby a clear passage is left for the crew outside the
shrouds. By forming the bulwarks in the manner above described great addi-
tional strength is given, inasmuch, as is well known, the strength of a beam, to
which a vessel is analagous, is not directly in proportion to its depth, but as the
the square of its depth. The decks are made of iron, still further to strengthen
the vessel (covered with wood where that is necessary), and for the same
purpose the partitions J, J, J, seen best in Figure 12, are made of iron,
and secured to the bulkheads and decks.
My improved system of lighting vessels consists, in addition to the ordinary
deck and side lights, in making apertures through the decks in vertical and
longitudinal series. These openings are colored blue in the plan views, Figures
3, 5, 7, 9, and 11, and partly shewn in section in Figures 8, 10, and 12. k, k,
are openings through the decks (between the beams), to admit light to the
engine and intermediate rooms, as indicated by blue arrows in Figure 12. The

page_text: openings k¹ admit light into the coal boxes, boiler rooms, and the rooms above.
The openings and 3 admit light into the two foremost compartments of the
vessel. As it will occasionally be necessary to put down the glazed covers of
these openings, I propose to supply air to the boiler and other rooms through
trunks extending from the top of the openings and k¹ to the top of the
promenade decks.
My improved system of ventilating apartments consists in the application of
perforated hollow beams intersected by trunk pipes, as herein-after described,.
terminating in a lofty air pipe, for which purpose, on board a sailing vessel, the-
mast may be made hollow, and furnished with openings near the top. In
steam vessels, I propose to surround the chimney by a casing c¹, divided into
compartments, shewn in Figure 11. Each of these compartments is in con-
nection with the main trunk and system of hollow beams for ventilating a
certain portion of the vessel. Should the heat of the chimney fail to produce
sufficient rarefaction in any particular compartment, the draught is increased
by turning a jet of steam up it, as in the locomotive engine on Sheet 2.
Figure 14 represents one of my improved hollow beams for supporting
floors and for ventilating apartments, for which purpose the beams are per-
forated near the upper side, as shewn by dotted lines. Figure 15 is a hollow
beam, similar to the beam, Figure 14, except that it is rolled in two parts,
which are subsequently rivetted together, the joint being indented, as shewn in
Figure 16, for the admission of air. Figure 17 is a main trunk, to be secured
on deck transversely to the hollow beams, Figure 14, as shown above the
beam, Figure 15; portions of the deck are cut away where the trunk intersects
the other beams, to afford a passage for the air. The flanch on the upper
side of the trunk, Figure 17, is for the purpose of fastening partitions to.
Figure 18 represents what is known as "angle iron," which in this instance
is supposed to be of unusually large section, and therefore difficult, if not
impossible, to be rolled in the ordinary way. But iron may be easily rolled in
the form shewn at Figure 19, and subsequently passed between rollers and bent
into the required form, Figure 18. Figure 20 shews a convenient form for
rolling the metal for the beam, Figuro 14; and Figure 21 shews a form into
which the parts of the beam, Figure 15, may easily be rolled prior to being
put through the finishing rollers.
The foregoing examples will be found sufficient to enable any competent
workman to apply my improved system of rolling to produce bars of many
other sectional forms. Vessels may in some cases be ventilated by means of
valves, such as that shewn at Figures 22, 23, and 24, through which the air
has free ingress and egress, whilst the water is excluded. ³ is a grate or per-

page_text: forated plate, having a concave surface, across which a piece of sheet caoutchouc
having been gently stretched, and its ends and lower side been brought to the
back, the grate is put into a hole in the hull of the vessel, and secured there.
One of these valves should be near the floor, and another near the ceiling.
On referring to the transverse sections on Sheet 1 it will be seen that the
vessel is represented as having two cellular keels 7, also that it has several lon-
gitudinal plates or beams l' in the bottom of the vessel parallel with the keels,
like which they extend nearly from end to end of the vessel, and are firmly
rivetted to the bulkheads and to transverse plates, a few feet apart, that con-
nect the floor to the bottom of the vessel, and add greatly to its strength,
whilst the cells may be useful for stowing water, ballast, grate bars, cannon
balls, and other heavy articles, without danger from their shifting; and as the
cells are secured by water-tight lids, danger from leakage will be reduced. In
vessels made of wood the two pieces of timber forming the keels serve to unite
the bottom timbers firmly together. The wood keels are shod with iron, for
the double purpose of rendering them more durable, and for ballasting the
vessel.
My improved mode of setting out the lines for the bows of vessels is repre-
sented in the Diagram marked Figure 25, on Sheet 2. The centre of the
vessel is represented by the line m, on one end of which is described the
semicircle m', whose diameter is equal to the thickness of the stem of the
vessel. From the periphery of the semicircle m¹ a line m² is drawn on each
side of and parallel to the line m. Having determined the breadth of beam
and length of bow, the length is marked off by a line n drawn at right angles
across the line m. Upon the line n the breadth of beam is marked at n', n'.
Semicircles n² are then struck, touching the lines m and n¹ on each side.
Each semicircle is divided into ten or other number of equal parts, through
which divisions lines n³ are drawn parallel to the line m. One half the breadth
of the beam is divided into eight equal parts; and for a bow, equal in length
to the breadth of the beam, the third division from the line m is taken as the
centre, from which the arc o is struck, with a radius touching the semicircle m¹.
For every additional quarter of a beam added to the length of the bow the
centre of the arc is moved outwards; one division, for instance, a bow, equal
to twice the beam, is struck from the seventh division. The segment of the
arc o between the lines n and m is divided into as many equal parts as there
are on the semicircles n; and from the divisions on the arc ordinates are
drawn parallel to the line n, intersecting the lines n³, through which intersec-
tions the lines of the bow are struck. It will be evident that the radius of the
are o and the diameter of the semicircles 2 will vary at different levels

page_text: according to the cross section of the vessel at that level and the rake of the
bow, keeping the centre of the arc at the same distance relatively to the
breadth of bow at the part where the section is taken.
The Diagram, Figure 26, shows the method I adopt in setting out the line
of the stern from the bottom of the vessel upwards. p represents the bottom
of the vessel, and p¹ the light water line. In the line p² the compasses are
set to describe the semicircle p³, touching the line of the bottom and the line
p', which is drawn parallel with the bottom line p at a distance from the line
p equal to as many times the diameter of the semicircle p', less one, as
there are semi-beam lengths in the bow, a mark p' is made. For instance,
if the bow be six times the semi-beam, the point p should be five times the
semicircle ps from the line p². One leg of the compasses is then placed in a
centre found by the rule already explained with reference to the bow; and
from this centre 'the arc o' is described through the mark on the line p'. The
semicircle and are are then divided, and the line drawn up to the level of the
centre of the semicircle p³, in the same manner as the bow is drawn. The
upper portion of the stern is left to the judgment of the builder. When the
cells (marked in Figures 2, 4, & 6, in Sheet 1) at the bottom of the
vessel are to be used for storing fresh water, I place small cisterns filled with
water in any convenient situation a little above the load water line, and
connect each cistern to one or more cells by a tube. The use of this arrange-
ment is to prevent, by superior pressure, the salt water making its way among
the fresh. This arrangement may also be useful in ascertaining the locality of
a leakage.
Another mode of storing fresh water in the cells at the bottom of vessels
is to put it into as many flexible bags as will, when full, be sufficient to fill
the cell. These bags are furnished with union joints, by which they are con-
nected to an ascending tube for the admission of air, and another ascending
tube, through which the bags are filled and the water drawn off, as required,
by means of a common tap, which is placed a few feet below the light water
line, that the salt water admitted into the cell may press the bags with suffi-
cient force to make the fresh water flow freely from the tap. This system of
storing fresh water has these advantages: first, the cells being kept full, the
water will not wash about in them; secondly, the ship will not lose its water
ballast; thirdly, the cells may be replenished with fresh water from a supply
pipe, such as is met with in ports, the pressure from which expels the salt
water in the cells containing the flexible bags.
In order to adapt vessels for gliding with ease through the water, and for
being anchored by their stern, I dispense with the parts known as the dead

page_text: wood and the stern post, or any equivalent for them. On referring to the
longitudinal section, Figure 13 on Sheet 1, it will be seen that the after part
of the vessel is rounded and sloped from the bottom upwards, and that the
rudders q, q, (for in this elevation I have shewn two at the stern,) are placed
with their upper edge parallel to that part of the hull under which they
are placed. In addition to the rudders at the stern of the vessel, I
propose to apply one at the bow, marked q', which will be useful in sailing
vessels to prevent their making leeway, and also to enable them to sail nearer
to the wind than heretofore. A rudder at the bow, in addition to the rudder
or rudders at the stern, will be desirable in ships of war to enable the
steersman to regulate the lateral distance from the enemy; it may also be
desirable should the other rudders be damaged. A rudder at the bow of river
steamers will be useful in bringing both ends of the vessel up to the pier
simultaneously; my improved rudder may also be used advantageously to
check the speed or arrest the motion of the vessel. I have not shewn any
plan of working these rudders except as applied to the life boat, but it will
be obvious to any competent ship architect that a lever, a worm and wheel,
bevil wheels, and various other means, may be applied for that purpose.
My improved mode of constructing vessels with an inclined opening in
which anchors are kept ready for use, is also shewn in Figure 13. The
manner of casting, heaving, and fishing the anchor are shewn at Figures 36
and 37 on a larger scale, and will be explained herein-after.
In Sheet 2, Figure 27 is a plan view, and Figure 28 an elevation of my
improved mode of connecting masts to the hull of vessels; e is a portion
of the upper edge of a bulkhead, to which is rivitted the lower part of an
iron mast e. When wooden masts are used the iron rivitted to the bulk-
head will serve as a socket to support the foot of the mast.
In Figures 29 and 30 are represented in elevation and section an improved
mode of constructing the Spiral Vane Propeller, for which protection was
granted to me by Letters Patent in October, One thousand eight hundred
and fifty-one.
My present improvements consist in the mode of combining cast and
wrought iron, or gun metal and wrought iron, to form propellers economically.
G is the boss or centre cast with spiral flanches, to which the wrought-iron
vanes G2 are secured by rivets or bolts; G³ are segmental pieces, having
flanches G by which they are bolted to the vanes to cover the spiral flanches
and make a smooth boss to the propeller; G' is a tapering prolongation
of the boss, the outline of which is produced in the manner shewn with
reference to the bows of vessels; H is part of the prolongation of the keel,

page_text: into which the cast metal block H¹ is secured, and forms the bearing for the
shaft H. In order to keep the water from the bearing the shaft is made
with a shoulder H³, against which is accurately fitted the washer H, between
which and the washer H³ is secured the flexible diaphragm H°, the periphery
of which is secured to the block H¹; the washer H* is prevented from turning
round by feathers FI' fixed to the block.
In Sheet 3, Figure 31 is a front elevation of my improved anchor, and
Figure 32 is a side view of the same.
The shank is made of a strong plate
of rolled iron marked A, which is bent so as to bring the two extremities
nearly together; the upper part of the shank is twisted to stand at right
angles with the lower portion; the stock B passes through the loop formed
at the upper end of the shank, and the shackle C fits on the stock where
it is held by pins, shewn in Figure 32. The sides of the shank are held apart
by the cross stay A¹ secured by four rivets and by the round stay A², the ends
of which fit holes in and are rivetted to the shank, as shewn by the dotted
lines in Figure 32. The arms D are made of two wrought iron plates
connected together by the segment plates D³ rolled with flanches, as shewn
in Figure 33, by which flanches they are rivetted; the arms are jointed to the
shank A by the pin D₁; the projections D* are for bringing the arms D into
position for taking hold of the ground.
From the foregoing description it will be scen that the anchor is composed
principally of plate iron so arranged as to give it great strength and holding
power, with comparatively little metal. In Figure 31 the right hand fluke
is represented in the position it assumes when in the ground, and the left
hand fluke as bearing against the shank at the cross stay A¹. In this anchor
the ends of the stock B are bent, and the shackle C made fast to the stock,
that the strain on the cable may cause the ends of the stock to lie so close
to the ground as to prevent cables and hawsers fouling; for the like reason
the projections D' are made angular, and the points of the arms made to
bestride the shank. After the anchor has been weighed above water it is
raised into the opening r, see Figure 13, by means of tackle passed over
the pulley r', and hooked to the small chain B', attached by one end to the
shank and by the other to the cable, consequently as the shank is raised,
whilst the stock is suspended by the cable and free to move in the spiral
groove in the stock, the arms and stocks assume the same plane, as shewn by
the dotted lines in Figure 31, rendering the anchor convenient to stow away.
Instead of making the shank of a single plate it may be preferable to make it
of two plates jointed on the top by rivets, as shewn in Figures 34 and 35.
Lest from any mishap the cable should run out I propose to attach the end of

page_text: it to a rod furnished with a piston which fits a long cylinder, similar to that
herein-before described for regulating the descent of boats, but as the object
of this arrangement is to prevent the cable being broken by too suddenly
checking it the cylinder must contain air instead of water. In Figures 36
and 37 are represented my improved machinery for casting and heaving
the anchor. E and F are suitably grooved drums, around both of which
the cable is wound as many times as are sufficient to prevent its slipping,
the better to effect which object, and to ballast the ship, the inner end of the
cable is allowed to descend as nearly vertically as may be to the lowest conve-
nient place in the vessel. The shafts of the drums E and F are hollow, and are
supported in bearings in the standards Go; the shafts E' and F' pass through
the drums E and F, and have their bearings in G6, which are attached to the
standards G³, (which are omitted in the elevation). Fixed on the shafts
E and F are pinions E2 and F3, which gear into the wheel H, fixed on the
shaft H', to which is also fixed the pinion H2, which gears into the wheels E³
and F³, fixed to the drums F and F. H' is a pulley fixed on the shaft H',
round which is a break of the ordinary construction. In Figure 37 the
pinions E and F are shown in geer with the wheel H, where they are held
by the latches G, on the shafts E' and F¹, in the ordinary manner before
casting anchor; these pinions are put out of geer, and the anchor lowered by the
tackle until it is borne by the cable, the brake pulley H is then released to
allow the anchor to descend at the desired velocity. Figure 38 is a front
elevation of my improved boiler with flues and steam
marine purposes. Figure 39 is a longitudinal section,
verse section, and Figure 41 a plan view of the same.
and the furnace tube J are cylindrical, the latter being divided by the
plates J' into three parts, namely, two furnaces K, K, and the water space J²,
which is traversed by the short tubes J³ and stays J. L, L, are chambers
into the end plates of which are fixed the inner ends of the tubes M, whose
outer ends are fixed in the end plates of the boiler. The openings L', seen best in
Figure 39, allow the products of combustion to pass from the furnaces K into
the chambers L, from whence they escape through the tubes M, nozzles M¹,
vertical flues M³, into the main flues M³, and thence into the chimney. L² are
sliding doors made of fire bricks or other suitable material. L³ are handles,
by means of which the doors L* may be slidden over either opening L' of the
pair or into a position partly covering both. The lids of the chambers L are
strengthened by stay bars, and are bolted so that they may be readily removed
to give access to the chambers.
pipes, as adapted for
Figure 40 is a trans-
The outer casing I
The Drawings represent an arrangement of steam pipes adapted for two

page_text: N is a box containing a
series of boilers divided by a water-tight bulkhead.
valve of the ordinary kind, and N¹ is the pipe which conveys the steam from the
boilers in the first boiler room to the steam engine by the main pipe N°. The
valve box N³, and steam pipes N', shown by dotted lines in Figure 39,
convey the steam from the boiler in the second boiler room into the main
pipe N', which crosses the first boiler room through a water-tight pipe made
The
fast at both ends to the bulkheads, as shewn in Figure 3 of Sheet 1.
sliding doors L² are used in the following manner, namely, before the stoker
puts fresh coal on the fire, he, by means of the handles L³, draws the sliding
doors towards him, and then supplies the fuel, the gaseous products of which
pass through the short tubes J³, and over the incandescent fire in the other
furnace, and thence through the openings L' into the chambers L, and to the
chimney, as before described. Js are chambers within the tube J, and serve
to contract the cylindrical space to form a doorway to the furnace. These
chambers communicate with the interior of the boiler through openings in the
tube J. For stationary boilers the chambers J" and nozzles M' are dispensed
with, as the brickwork in which the boiler is set serves to form the doorway and
flues, and to carry the dead plate. This boiler is furnished with a man-hole at
each end, and is so constructed that it may be cleansed and repaired in every part
with facility. For instance, ashes may be raked out of the chambers L through
the tubes M', to which access may be had through a door in the nozels M¹, or
by removing the nozel, which may be fastened in the same manner as the ash
box door of a locomotive engine. The plates forming the ends of the boiler
are (for convenience) made in two parts, joined together at I'; between the
angle iron and the casing, at the left-hand end of the boiler, are segmental
pieces I, the object of which is to reduce the diameter of the angle iron, so
that the furnaces may be taken out of the casing I without obstruction, and
consequently the boiler may be repaired during the voyage. With the boilers
arrauged along the centre of the vessel, and the coal bins along the sides, as
shewn in Sheet I., the coal may be shovelled directly from the bins into the
furnace nearest to thein respectively, and consequently little "coal trimming"
will be required; the plates dividing the coal bins being rivetted to the vessel,
will add greatly to its strength, and likewise prevent the coal shifting.
In Sheet 3, Figure 42 is a side elevation, and Figure 43 an end view of a
railway, and a waggon to carry and discharge coal. are the rails; 6, the
waggon wheels; b, doors at the ends of the waggon; 67, catches jointed on the
ends of the axles to keep the doors shut until disengaged by coming upon
the crown of the unlocking bars 63; when the doors are unlatched they are
forced open by the pressure of the coal sliding down the double inclined floor of

page_text: the waggon. After the coal has been discharged the doors close by their own
gravity, and are again latched, when the catches are removed off the unlocking
bars 6. These bars are made with the rise nearer to one end than the other,
that the coal may be distributed the more evenly; by changing their ends, the
unlocking bars are removed from bin to bin as required. The bars and rails
are supported in notches in pieces of metal 63 affixed to the divisions of the bins ;
those bars and rails which are supported by the bulkhead should be removed
when the bin is full up to the level of the rails, to admit of the doors being
made water-tight prior to filling the bin higher. The coal waggons may be
propelled in any convenient way. A cord from each end of the waggon, passed
under a pulley at each end of the run over a corresponding pulley on deck to
a barrel and winch near the place where the waggon is being loaded, would,
as it appears to me, answer the purpose. In the cross section, Figure 12 of
Sheet 1, 61, 61, are openings through the plates dividing the bins; in each tier
of openings through the range of bins on each side of the vessel is a railway,
supported by brackets attached to the division plates marked 63, in Figures 42
and 43 of Sheet 2; each of these railways is provided with a waggon similar to
that above described, in which the coal is deposited by means of a "shoot"
inserted through the side of the vessel. By the above arrangement coal is
deposited in the bins with reduced labour and very little breakage. To afford
the means of free communication between the engine and boiler rooms, whilst
retaining the advantage afforded by water-tight bulkheads, I have contrived
the self-acting doors shewn at Figures 44 and 45, for closing the opening in the
bulkhead from the side where a dangerous leak may occur. I have also shewn
an ordinary door e', for preventing the entrance of steam into a second room
before the first is filled. The doors e act in the following manner on a room
furnished with one of these self-acting doors, being filled with water high
enough to float the buoy e³: the door is liberated from the catch e', which is
connected to the buoy by a link e", on which the door closes by its own gravity
acting on the spiral hinge pin e".
My improved arrangement of marine engines is shewn on Sheet 1 in the
plan view, Figure 3, and elevation, Figure 6; in which views d', d', are the
cylinders; H², the propeller shaft worked through the crank shaft d', wheel d³,
and pinion d'; do, do, are the cylinders for working the other propeller shaft
in the same manner. By this arrangement of engines the cylinders, crank
shafts, and propeller shafts, deviate so little from the same horizontal plane as to
render it advantageous to construct the framing of wrought-iron plates in such
manner as combines lightness with great strength; the framing, being rivetted
to the floor and sides of the vessel, will add to its strength also. The engines,

page_text: being very low, are out of the range of shot, and serve to ballast the vessel.
The air pumps are not shewn in the Drawings, as their arrangement forms no
part of my Invention, When internal condensation is to be employed the
condensors may be placed in some of the cells below the floor; but when
external condensation is to be used, I would recommend that the tubular con-
densors be placed in the stern of the vessel in water-tight cases, composed
partly of the stern of the ship, and extending from the bottom up the incline as
high as the "light" water line; the openings for the ingress and egress of
water to the condensors should be furnished with means for closing them to
facilitate repairs. For additional security, the engines may be divided by
water-tight bulkheads. In order to diminish the quantity of exhaust steam
to be turned into the condensors, and to increase the draught in the chimney
and ventilating flues herein-before referred to, I propose in some cases to turn
that portion of the exhaust steam which is above atmospheric pressure into the
chamber at the base of the chimney, from which it may be disposed of as before
mentioned. The valves for turning one portion of the exhaust steam into the
chimney, and the remainder into the condensor, are not shewn in the Drawing,
as they may be made by persons conversant with the steam engine.
On Sheet 4, Figure 46 is a side elevation, Figure 47 an end view, and
Figure 48 a plan of my improved life boat. O is the keel, made wide to admit
the feet of persons sitting on the steps O', and deep enough to admit of a floor
about three inches above the bottom of the boat, for bilge water, and at the
same time to admit of the load being so low that it shall ballast the boat; O³
are steps on which persons may sit, with their knees between the persons on
the lower seats, or, in the event of the boat not being crowded, the steps may
be used as gangways; 0 is a water closet, into which there are two doors, one
on each side the boat. The sides of the water closet and the upper part of the
sides of the boat are composed of air vessels, or are lined with cork or other
material of low specific gravity, to cause the boat to " right" in the event of
its being capsized. G, G, are spiral vane propellers, the shafts of which pass
through tubes in the sides of the boat, and are furnished with bevil pinions G³,
which are driven by wheels P on the cranked handle shaft P¹; the lower
extremity of the propeller shafts is supported by the bearings G°. For about
3 feet on each side the handle shaft the keel is covered to the level of the
seats o¹, to serve as a platform for those persons who propel the boat, and the
interior for storing necessaries. q is the rudder fixed on a shaft q', which
passes through a tube or a stuffing box, and is furnished with a handle q³, for
the man on the seat 0° to steer with. Q, Q, are the plates which I call
trimming fins, the use of which is to keep the boat up against the pressure of

page_text: the wind when sails are used, and likewise to check the boat's tendency to roll;
these fins are each fixed to a shaft Q' working in suitable bearings, and having
a toothed segment Q³ gearing into a worm Q³ on the vertical shaft Q', which is
furnished with a handle Q, by means of which the trimming fins are set to
any required angle.
Another mode of constructing trimming fins is shewn at Figure 49. These
fins are applicable alike to old and new vessels, and admit of being shipped and
unshipped at pleasure. R is a wrought-iron plate, bent to such angle as the
form of the boat may render necessary. R' is a hole in the plate, made large
at the upper end that it may be readily got over the head of the submerged
centre stud in the side of the boat; after the plate has been got on the centre
stud it is lifted by tackle hooked in the eye R2 until the lower end of the
hole R¹ comes against the stud, the segmental hole R³ is now drawn on its
stud, which is also furnished with a large head, and by these means the fin plate
is secured to the side of the vessel. Any convenient number of these plates
may be applied to each side of the vessel, and may be worked independently or
simultaneously by means of a connecting link R*, furnished with a screw and
nut, or in any other convenient manner. Between the trimming fins are shewn
pieces of broad tee or angle iron, which are made fast to ordinary vessels to prevent
their being capsized by gusts of wind; and in vessels of war, to serve.with the
trimming fins as platforms, from which repairs may be made in the vessel's hull.
My improved machinery for raising and lowering boats is represented
in Figures 50 and 51, and partly in Figures 11 and 13 of Sheet 1, and
consists in the cranes or davits S, having hollow uprights through which the
ropes from the jibs are passed down to and around the pulleys S' and S², under
the pulley S³ in the upper end of the piston rod S, and up to the barrel S' on
the same shaft as the wheel Se, which gears into the pinion S7, the shaft of
which is furnished with a ratchet wheel and winch handles S", by means of
which the boat is raised. The lower end of the rod S is furnished with a
heavy piston S, a little less in diameter than the interior of the cylinder Sº,
which is secured to the bottom of the vessel, and is inclined sufficiently to
obtain the required length below the light water line, in order that it may be
at all times full of the water in which the vessel floats. Prior to attaching the
boat to the slings, the piston S8 is at the bottom of the cylinder So, where it is
retained by the lever catch S¹; but when the boat is swung to clear the
outside of the vessel, and ready to be lowered, the cord attached to the end of
the lever catch S is pulled until the piston rod is released, on which the boat
is allowed to descend more or less gradually, according as the space round the
piston S permits the water to change sides of it more or less rapidly. The

page_text: pipe and cock S" are for the purpose of allowing the boat to descend more
quickly if required.
.
Figures 52 and 53 represent, on an enlarged scale, one of the four pins by
which the slings are hooked to the boat. O is a part of a sliding bar, extend-
ing about two thirds the length of the boat, as shewn in Figures 46 and 48.
Two of these bars, one on each side the boat, are connected together by the
levers O and 08 on the cross shaft O, and are kept in their places by the
plates O, which are rivetted to the boat. To each of the sliding bars are
welded two bolts O", under or behind which are springs O" fastened to the
boat. The shaft O is furnished with a lever handle O", to which one end of
the spring O" is attached, the other end being attached to the boat: Whilst
the boat is being slung the bolts O" are made to project through the plates
010. By pressing the lever 0" forward, the slings are next put on the bolts,
and are held there by the springs 012. The boat is now lifted by means of the
winch handle S", when the friction on the bolts Ou will be sufficient to prevent
the spring O" withdrawing the bolts after the boat has descended, until the
greater part of its weight is borne by the water. The spring O" withdraws
the bolts O" simultaneously, and thereby sets the boat free of the tackle.
In Figure 11, on Sheet 1, 2, z, are plan views of railways on the upper
of a vessel, and Figure 47 shows a cross section of the deck in which the
rails are sunk. In Figure 54 are also shewn the lower part of a boat sitting
in a bent axle, on which is a pair of wheels resting upon the railway The other
pair of wheels is near the other end of the boat, as seen in Figure 50. The axles
are retained at the proper distance, as under, by stops attached to the boats.
2.
deck
In the foregoing description of wheels and axles for facilitating the removal
of boats on board ship, it will be understood that when the boat is hoisted the
wheels are left on the railway until stowed away; but in Figure 47 the axles
pass through the boat and are fixed to it.
In Figures 55 and 56 are shewn, in plan and elevation, my improved
arrangement of spiral vane propellers for navigating shallow waters and for
deepening rivers, showing the mode of communicating motion to them from
the engines. In the plan view, Figure 56, six propellers are shewn, one half
of them being represented by the arrows as turning in one direction, and the
other half in the opposite direction; but the number and size of the propellers,
and the direction in which they are driven, must depend on circumstances,
such as the width of the vessel, the depth of the water, and the nature of the
bottom. The propellers are supposed to be mounted in a swing frame, whose
centre coincides with the centre of the crank shaft, the object of this arrange-
ment being to regulate the immersion of the propellers.

page_text: In Sheet 5, Figure 57 is a cross section of a ship of war, such as I believe
to possess most of the qualities requisite for such a structure. The hull and
decks of the vessel are supposed to be made of iron, and the sides lined with
wood from the top of the first deck to the under side of the fourth. The
lining is supposed to be made of some tough wood, such as lime tree, in
lengths extending from deck to deck, where it is held by longitudinal planking,
and fastened to the deck by angle iron, that the timber may readily be replaced.
T, T, are wrought-iron shields, hinged to the bulwarks all round the vessel in
such wise as to admit of being taken off and replaced with facility. The
length of each shield may be equal to the distance from the centre of one gun
to the centre of the next. The use of these shields is to protect the men from
musket and grape shot, and the vessel from being boarded. The shields are
retained at the required angle by notch bars, similar in construction to those
used to fasten swing window sashes. T'is a shed having a flattish wrought-
iron roof, also to protect the men.
I propose to adapt vessels of war for being inclined at pleasure to either
side by means of trimming fins, as before described, to effect which it will be
necessary that the vessel be kept advancing at a speed probably of five to six
miles an hour; so that, by increasing the immersion on the side next the
enemy, the water shall prevent the balls from perforating the vessel much
below the ordinary water line; the inclination of the vessel will at the
same time facilitate the repair of damage done to the other side of
it. The success of gunnery depends in a great measure on the degree
of accuracy of the information possessed as to the distance of the object
aimed at. In order to obtain this desideratum I have contrived the appa-
ratus shewn in Figures 58, 59, and 60, in which U is the deck of a vessel;
U', a pillar at the head of the vessel. To the upper end of a shaft passing
through the pillar is attached the sight U2, which may be of any approved
construction; and to the lower end of the shaft is attached the double lever
Us, from each arm of which a wire passes under the deck, and is attached
to the double lever U on the lower end of the shaft U. At the stern to the
shaft Us is fixed the sector U6, which rests on the pillar U, and supports the
shaft U5. Us is a sight similar to the sight U2, except that it fits loosely on
the shaft, and carries a pointer to indicate the approximate distance from the
object viewed, each division on the sector being made to correspond to the
tenth or some other proportion of a mile. To work the above-described
instrument a person is required at each sight, one of whom should put up
and change, when required, a tablet, on which is a figure corresponding to
that indicated on the sector, and large enough to be seen from every part of

page_text: the deck. A similar tablet should be exhibited on the other deck or decks.
To apply the information obtained by means of the distance apparatus, every
gun, except a few in the middle of the tier, should be provided with a scale of
convergence graduated according to its position in the vessel, and marked with
corresponding numbers. The person who steers should be stationed near the
centre of the vessel, and have full control over the rudders at both bow and
stern, to enable him to keep the side of the vessel at right angles to the object
aimed at, and at the same time to regulate the distance. The man whose
business it is to trim the vessel should be provided with a sight having a
vertically graduated scale corresponding with the distance scale, that he may
produce the necessary oscillations of the vessel, to enable the gunners, who
must be provided with similar sights, to discharge their guns when at the proper
elevation. Instead of taking aim along and discharging each gun separately
in the usual manner, I propose to discharge as many guns as may be desirable
simultaneously. To effect this the guns are to be arranged in sets and those
forming a set adjusted to correspond with each other. To discharge each set
simultaneously I affix bearings to the gunwales to carry the small shaft Z,
shewn in cross section in Figure 61. To this shaft a series of levers Z' is made
fast, and likewise the handle Z, to which is attached one end of the spring Z³,
the other being attached to the gunwale. The use of this spring is to keep the
levers Z out of the way of the hammer levers Z', which are immediately
under them, until the gunner pulls the lever Z² to discharge the set of guns.
My improved mode of mounting guns is shewn in Figures 61, 62, and 63.
The
gun
V is supported by the wheels V', which fit on the trunnions, and by
the wheels V, on the axle piece V, hinged to the lower part of the gun. The
wheels V' bear on the inclined rails W, and the wheels V bear on the rails
W¹, which are placed within the rails W, and are horizontal, or nearly so.
These rails are all fixed by angle iron to a plate Ws, which is furnished with
a fulcrum pin W³, and is capable of being set to any angle within the limits
indicated by the dotted lines W*, by means of a worm W, geering into a
toothed sector We fixed to the deck. The inclination of the gun is partly
regulated in the ordinary manner by the screw V*, which passes through the
end of the gun, and finally by trimming the vessel. To the axle piece V³ is
attached one end of a cord W7, the other end of which is attached to one end
of the drum W. A similar cord is attached to the other end, and passed
several times round the same drum in the contrary direction, and after passing
round the pulley W, is attached to the piece Vs. The drum WⓇ and the
break pulley W are made fast on the shaft W", and the break pulley is
furnished with a clip and lever of the ordinary kind. The gun is shewn in
B

page_text: Figure 61 in the position it occupies before it is discharged, and where it is
retained by the break lever W, shewn in dots in Figure 63, being held down
by hand or otherwise. After the gun is discharged, its recoil is partly over-
come by the gun having to ascend the inclined rails W. The remaining
momentum is absorbed by the break, which retains the gun in the position
shewn by dotted lines whilst it is being cleaned and re-loaded; that being
done, and the break released, the gun runs outwards by its own gravity to its
former position.
Figures 64 and 65 represent, in front and side elevation, part of an appa-
ratus for raising cannon balls and cartridges up to the decks from the store
rooms below. The apparatus consists of two endless chains passing over a pair
of notch wheels at top, and under similar wheels at the bottom. The upper
wheels X are supported by their shaft in bearings on framing fixed to the upper
deck, and the lower wheels (not shewn in the Drawing) are in framing fixed
to the floor of the vessel. X', X', are the chains, the links of which are
jointed and supported by the pins X2, which take into notches in the wheels X.
The alternate links of the two chains are connected together by the stretchers
X³, which are bent to admit of the cradles X, revolving on the alternate
joint pins X. This apparatus is drawn with the cradles adapted to carry two
balls each, the better to suit it for a vessel with two tiers of guns. The mode
of operation is as follows:-Motion being communicated to the chains through
the shaft of either of the notch wheels (the lower is the preferable) in the
direction indicated by the arrows, the cradles pass over the axis of the upper
chain wheel, carrying the balls with them, one of which, on arriving at the
banking stage X', will, as the chain descends, roll down the incline of the
stage, and by its weight tilt the stage into the position shewn by dotted lines,
where it will remain out of the reach of the cradles until the ball be removed
from it, after which it will resume its former position, ready to intercept
another ball, and so on. I have supposed a similar banking stage to be
fixed on the next deck (below) in front of the other line of balls, but it
may be found desirable to have two banking stages on each deck, in con-
nection with one raising apparatus, of which several should be provided on
one vessel. The balls may be rolled down inclines to and from the raising
apparatus; it will be evident, that a greater inclination must be given to the
banking stages for cartridges than for shot.
Figure 66 is a front, Figure 67 a plan view, and Figure 68 a vertical
section, shewing my improved application of caoutchouc to the vents of
vessels. Y is a grate having a convex surface, over which is gently stretched
a piece of sheet caoutchouc Y, equal in width to the height of the grate,

page_text: which, with the caoutchouc, is secured in an aperture in the vessel's hull.
These vents, whether they are applied to waterclosets or to carry water from
the deck or other place, should, when practicable, be placed low enough to
give a head of fluid equal to two or three feet, that the weight of the column
may overcome the tension of the caoutchouc which should be sufficient to
prevent the ingress of water or air.
Having now described the nature and particulars of my Invention, I wish
it to be understood, that I do not confine myself to the precise arrangements
herein set forth, so long as the novel features of my Invention, or any part
thereof, be retained, neither do I claim any of the ordinary and well-known
parts which are shewn in the annexed Drawings for the purpose of illustrating
the application of my improvements, but what I claim is,-
First, the construction of vessels with a passage outside the shrouds, as
shewn and described.
Secondly, the peculiar mode of constructing vessels so as to admit light
into almost every part, through openings made in the decks, as shewn and
described.
Thirdly, the use of compartments between the chimney and its casing, for
the purpose of ventilating the vessel as described.
Fourthly, the peculiar construction of hollow beams for supporting floors and
ventilating apartments as herein-before described.
Fifthly, the improvements in rolling iron herein-before shewn and described.
Sixthly, the application of one or more hollow keels to single-hulled vessels,
in the manner and for the purposes herein-before shewn and described.
Seventhly, the peculiar mode herein-before shewn and described of con-
structing the bottom of vessels with cells.
Eighthly, I claim the method herein-before described of setting out the
lines of the bows of vessels, as far as regards the use of the arc o in
Figure 25. I also claim the construction of boats, ships, and other vessels,
(to which rudders are applied for steering, with their after part rounded and
sloped off from the bottom upwards, dispensing with the stern post, or any
substitute for the same, as herein-before shewn and described.
Ninthly, the mode herein-before described of preventing the admission of
sea water into the fresh water in the cells at the bottom of vessels.
Tenthly, the mode herein-before described of storing fresh water in flexible
bags.
Eleventhly, the peculiar construction of vessels, whereby they are adapted
for being anchored by the stern as shewn and described.

page_text: Twelfthly, the peculiar application of the rudder or rudders as shewn and
described.
Thirteenthly, the improved construction of propellers, and the substitute
for stuffing box, as shewn and described in reference to Figures 29 and 30.
Fourteenthly, the mode shewn and described of connecting masts to the
hull of vessels.
Fifteenthly, the improved construction of anchors as herein-before shewn
and described.
Sixteenthly, the improved machinery for casting, heaving, fishing, and stowing
of anchors, herein-before shewn and described.
Seventeenthly, the improvements in the construction of steam boilers herein-
before shewn and described.
Eighteenthly, the improved arrangement of steam boilers, as shewn and
described.
. Nineteenthly, the improved construction and arrangement of the coal bins ;
also the application of railways and waggons for depositing the coal in the
bins, as shewn and described.
Twentiethly, the application of self-acting water-tight doors to the bulkheads
of vessels, as shewn and described.
Twenty-firstly, the improved arrangement of marine engines and their
framing, as shewn and described.
Twenty-secondly, the improved method of disposing of the exhaust steam of
steam engines, as herein-before described.
Twenty-thirdly, the peculiar construction of life boats, as shewn and
described.
Twenty-fourthly, the use of swivel fins for trimming vessels under way, as
shewn and described; also the peculiar application of T or angle iron, for the
purposes herein-before described.
Twenty-fifthly, the improved mechanism for lowering and raising ship's
boats, as shewn and described.
Twenty-sixthly, the improved apparatus for disengaging the boat from the
lowering tackle, as shewn and described.
Twenty-seventhly, the use of railways on board ship to facilitate the stowing
of the boats, as shewn and described.
Twenty-eighthly, the improved arrangement and application of spiral vane
propellers, shewn in Figures 55 and 56.
Twenty-ninthly, the improved construction and application of shields to
ships of war, as shewn and described.