IMPROVEMENTS IN THE CONSTRUCTION AND FITTING OR EQUIPPING OP SHIPS OR VESSELS
Year: 1845

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, PETER
BORRIE, of Princes Square, Saint George's in the East, in the County of
Middlesex, Engineer, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Letters Patent under the Great Seal of Great Britain, bearing date at West-
minster, the Twenty-third day of January, in the eighth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the said
Peter Borric, Her especial licence, full power, sole privilege and authority,
that I, the said Peter Borrie, my exors, adññiors, and assigns, or such others
as I, the said Peter Borrie, my exors, admiors, or 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, Wales, and the Town of Berwick-upon-Tweed,
my Invention of "IMPROVEMENTS IN THE CONSTRUCTION AND FITTING OR EQUIPPING
OP SHIPS OR VESSELS;" in which said Letters Patent is contained a proviso, that
I, the said Peter Borrie, shall cause a particular description of the nature of
my said Invention, and in what manner the same is to be performed, to be
inrolled 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 same, reference being thereunto had, will more fully
and at large appear.

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
Peter Borric, do hereby declare the nature of my Invention, and the manner
in which the same is to be performed, are particularly described and ascer-
tained in and by the following statement thereof, reference being had to the
Drawings hereunto annexed, and to the figures and letters marked thereon
(that is to say)—
The first part of my Invention consists of certain improvements in the
construction of iron or other metal ships or vessels. These improvements, as
applied to merchant vessels or others of a like class, are shown in Figures
1, 2, 4, 5, and 11 (Sheet No. 1), and as adapted to war ships or other heavy
vessels, in Figures 13, 14, 15, 16, and 17 (Sheet No. 1). Figure 1 is a mid-
ship section of a vessel having a lining or ceiling of timber planking with a
double bottom or floor; Figure 2 is a sectional plan of part of the side of
the same vessel; Figure 4 is a midship section of a vessel same as in
Figure 1, but with iron or other metal lining or ceiling instead of timber
planking; Figure 5 is a sectional plan of part of the side of this vessel; and
Figure 11 is a longitudinal section of the vessel. In all these Figures the
same letters refer to similar parts. The keel a, a, is of iron or other metal
and also the stem and stern post, the stern post being formed in cases where
a stern propeller is used in the manner shown in the Drawing, so as to leave
an opening b, b, for such propeller to work in. c, c, c, are the frames of the
form of section shown in Figures 2 and 5, (which form, however, I do not claim
as new, as I have used it in shipbuilding some years ago,) the plate iron or
other metal covering being riveted to the outside flange. Each frame abaft
of the foremost bulkhead is framed with upright bars with angle fixed along
the top of them, as shewn in the transverse sections, Figures 1 and 4, so as to
form an uninterrupted communication along the bottom of the vessel, from the
foremost bulkhead to the stern post. On the top of this angle iron a water-
tight floor is formed of iron or other metal plates running along the whole
bottom of the vessel, from the foremost bulkhead to the stern post. The ceiling
or lining may be of wooden planking, as shewn in Figures 1 and 2, or iron or
other metal plates, as shewn in Figures 4 and 5. If it is of timber the planks
will be fixed to the frames, with screws passing through the inner flanges of
the frames, and screwed into the wood, shifting planks being left in at intervals,
in order to get access at any time to the spaces between the frames, and these
shifting planks are secured by bolts screwed into the flanges of the frames, the
heads of which bolts are countersunk in the planks. The whole of the joints
of the ceiling are properly caulked and made water-tight. If the ceiling is of
iron or other metal plates, as in Figures 4 and 5, the plates are rivetted to the

page_text: flanges of the frames, and made water-tight in the usual manner, and the ceiling
so formed may be covered with thin wooden flanking screwed down upon a bed
of tarred felt, in order to act as a nonconductor in keeping the interior of the
vessel cool. It will be observed that the ceiling or lining only extends to the floor
or double bottom, so that the whole space round the vessel between the lining
and the outside plating communicates with the space between the double
bottom or floor and the bottom of the ship. I may here remark that I some-
times extend the floor plates to the outside plating, so as to make the space
below the floor distinct from the spaces formed between the frames by the ceil-
ing, and that I make an opening between each space on the sides and the
space below, the floor having a valve cock or slide in it, so that the communi-
cation with any of the spaces may be opened or shut at pleasure. The dotted
lines at d, d, d, d, represent a system of diagonal trussing formed of bars
rivetted to the inner flanges of the frames, in the case where the ceiling is of
wooden planking, the flanks being fitted over them; but in the case where the
ceiling is formed of plates, the bars are fitted on the inside of the plates, and
securely fixed to them and the frames with screws. The vessel is divided trans-
versely into any number of compartments by water-tight bulkheads. In the
longitudinal section, Figure 11, three bulkheads are shewn dividing the ship
into four compartments, the foremost one e, being of one thickness of plate fixed
to angle iron and properly trussed, and extends from the deck to the bottom of
the vessel, closing up the fore end of the space between the double bottom or
floor and the bottom of the vessel; while the other two, f and y, are of two
thicknesses of plates with (2) shaped iron framing between them, and extend
from the deck to the floor, the space between the plates having openings to
the space in the bottom of the vessel. A water-tight deck h, h, extends from
the foremost bulkhead to the stem, so as to form the lower part of the vessel
into a tank i, which may be filled or emptied at pleasure to trim the ship.
I may, however, observe, that this is only necessary where steam power is
applied in the after part of the vessel, as in the Drawing, for, where this is
not the case, this tank would not be required, and the floor, instead of termi-
nating at the foremost bulkhead, would extend from the stern post to the
stem. It will be observed that by this arrangement the vessel is wholly
water-tight, although there should be a leak in any part of the outside
plating, as in that case the water could only get into the spaces between
the ceiling or floor and the outside covering of the vessel. I also use these
spaces for ventilating the vessel by employing a fan or other mechanical
means to blow air into them, and allowing the air to escape at openings
made in the gunwale of the vessel, or by supplying air to the furnaces
I

page_text: of the steam boilers (where steam power is used) from these spaces,
the fresh air being supplied by the said openings at the gunwale. The
deck beams j, j, j, are formed of (T) or other shaped iron secured to the
frames at each end, the deck planks being fixed to them by screws passing
through the flanges and screwed into the wood, and the ends of the planks
are joined by scarphs, each scarph being immediately above a deck beam, and
having two screws passing through the beam and screwed into it. The deck
planks may be put together with marine glue, or caulked in the usual manner.
The adaptation of these improvements to war and other ships of a heavy class
is represented in Figures 13, 14, 15, 16, and 17, (Sheet No. 1,) the same letters
indicating similar parts in all the Figures. Figure 13 is a midship section of
a vessel; Figure 14 is a sectional plan of part of the side of this vessel;
Figure 15 is a longitudinal section of part of the deck; Figure 16 is a section of
a bar for joining the frames; and Figure 17 is a longitudinal section of the vessel.
The keel, stem, and stern post in this case are formed of iron or other metal
in the same manner as before, and the frames are of the form of section shewn
in Figure 14 at k, k, k, the bars of which they are formed being joined by
pieces of the form of section shewn by Figure 16. The outside is covered with
plates in the usual manner rivetted to the outer flanges of the frames, and
between the frames arched plates 1, 1, are fixed, which arched plates abut upon
and are riveted through each frame, and also to the outside plating, thus
forming a series of arches all along the vessel. These arches may extend all
round the bottom of the ship where great strength is required, or they may
only extend a little below the water line where the object is protection from
shot. The ceiling is of iron or other metal plates rivetted on the inside flanges
of the frames, and the floor is also of plates framed and formed in the same
manner as before. The spaces m, m, m, between the outside plating and the
arches, may be filled with any elastic substance, such as mixture of sawdust
and marine glue, in order to strengthen the outside plating against any
external force acting on it; and the spaces n, n, n, between the arches and
the ceiling, are used for ventilation in the same manner as before. The
deck beams are of iron of the form of section shown at 0, 0, 0, Figure 15, and
strongly joined to the frames at each end, and the deck is formed of plates
rivetted to the flanges of these beams, the plating being rounded at the gun-
wale, and forming a continuation of the plating of the sides. This iron deck
is covered with wooden planking, secured to the beams by screws passing
through the flanges and screwed into the planks, and having a coating of
tarred felt between the plating and the wood, and the planks are scarphed
at the ends in the manner shewn in Figure 15. In Figures 6 and 10

page_text: (Sheet No. 1) is represented the method I adopt for constructing and hanging the
rudder. x, a, a, a, are eyes formed on the stern post, but which may be made
separately and rivetted or otherwise fixed on it. The rudder is formed of a
frame covered with plates, as shewn in the section Figure 10, the plates being
turned round at the fore end, so that with the side of the frame they form a
round hole through the whole depth of the rudder. Notches are cut out in this
tubular part to correspond with the eyes x, x, x, x, and a round rod passed
down through the whole from the deck, thus forming a strong and secure hinge.
In this the first part of my Invention, I do not claim any one of the parts
of the above-described iron or metal ships as in and by itself new; but what
I claim is the arrangement and combination of these parts in the peculiar
manner represented in the Drawings, and hercin-before described.
The next part of my Invention consists of an improved method of attaching
a submarine propeller to a vessel, so that it can be shipped or unshipped with
facility when the vessel is afloat. It is represented in Figures 3, 6, 7, 8, and 9
(Sheet No. 1), the same letters referring to similar parts in all the Figures.
Figure 3 is a stern elevation of the vessel; Figure 6 is a longitudinal cleva-
tion of the after part of the vessel; Figure 7 is an elevation of the fore part
of the propeller aperture; Figure 8 is an edge view of the same; and Figure 9
is an elevation of the clutch and drag for disconnecting the propeller shaft.
a, a, a, is a propeller fixed on the shaft b, b, which shaft has a hexagonal or
other shaped socket c, on the end of it. This shaft is supported in bearings
in the frame d, d, which fits into an aperture formed immediately before the
stern post, and which frame is carried upwards, forming a hinge above water
on the side of the vessel. This frame is kept in its place at the fore end by
two screwed rods c, e, passing through water-tight stuffing boxes, and worked
from the inside of the vessel, and at the after end by a sliding rod f, f, on the
stern post worked from the deck, which, when let down, takes hold of two
projecting parts in the frame. 9, 9, are two chains fixed to the frame, and
passing over davits on the side of the vessel to a crab on deck, in order to
draw the frame with the propeller out of the water; and h, h, are chains fixed
to the other side of the frame and passing up to the same crab, which serve
to draw it into its place after being lower out. i, i, is the main shaft passing
through the water-tight stuffing box k in the fore end of the aperture, its after
end fitting into the socket c on the propeller shaft, while the fore end fits into
the boss of the friction wheel 7, which friction wheel is fixed upon the end of the
shaft m, m, connected to the engine or other first mover. The shaft m,m, revolves
in a standard n strongly fixed to the vessel, a set of friction rollers o being inter-
posed between the boss of the friction wheel and a plate keyed to this standard,

page_text: so that the whole forward pressure comes against it. The strap of the friction
wheel is connected to the crank p, p, which runs loose on the shaft i, i, but
may be attached to it by the clutch q, which clutch is drawn backwards or
forwards by the screw wrought by the bevil wheels s, s, and handle t. The
operation of unshipping or taking the propeller out of the water is as follows:
The clutch is drawn back as far on the shaft i, i, as the collar will allow,
and then fixed to it in that position by means of a set screw. The handle t
is then worked so as to push the clutch forward, which, taking the shaft with
it, draws the end out of the socket c. The rods e, e, are then unscrewed clear
of the frame, and also the sliding rod f. f, lifted up, aud then the frame d, d,
will swing on its hinge clear of the aperture; after this, by heaving on the
crab, it may be brought up to the position shewn by the dotted lines in
Figure 3, and may be taken on deck if necessary. The operation of shipping
or replacing the propeller is equally simple, for if the propeller and frame be
in the position indicated by the dotted lines, by turning the crab in the opposite
direction it will be lowered out and drawn into the aperture. The screwed
rods e, c, and sliding rod ff, are then replaced, and the frame d, d, is fixed
in its place. The handle t is then worked so as to draw the end of the shaft
into the socket c, after which the clutch q is pushed into connection with the
double crank p, p, and the whole will again be in working order.
In this the second part of my Invention I do not claim any one of the
parts of which this apparatus is composed as in and by itself new; but what
I claim as new is the arrangement and combination of those parts in the
manner represented in the Drawing, and herein described.
The next part of my Invention consists of improvements in the construction
of river and other steam vessels, and is represented in Figure 12 (Sheet No. 1).
Figure 12 is a longitudinal section of a steam vessel. It will be seen that this
vessel is formed so as to avoid the necessity of turning, both ends being alike,
so that she will sail with equal facility in either direction. There is a rudder
at each end placed in an aperture within the vessel at each extremity. Each
of these rudders has an upright square spindle passing through it, and fixed
in such a manner that the rudder can be shipped or unshipped at pleasure.
This spindle is placed some small distance on one side of its centre, so that
there is a longer portion of the rudder at one side of the axis than at the
other, and the force of the water being consequently greater on the one side
of that axis thon the other, when the rudder is out of the line of the vessel's
keel it must always keep that line, unless turned otherwise by the man at
the wheel. Each of these rudders is worked on deck by a horizontal spoke
wheel connected to the spindle of the rudder by a toothed wheel and pinion.

page_text: a, a, are tanks formed in the ends of the vessel, either of which may be filled
to trim it according to the direction of its motion, and may be discharged into
the bilge, and the water pumped out from thence by the engine.
In this third part of my Invention I do not claim as new the construction
of vessels in which both ends are alike, nor do I claim as new the peculiar
form of rudder herein described; but what I claim is the construction of such
vessels having a rudder at each end placed in an aperture within the vessels
in the manner represented and herein described.
The next part of my Invention consists of improvements in the construction
of inasts and bowsprits, and, in some parts, of the fittings connected therewith.
These improvements are represented in Figures 1, 2, 3, 4, 5, 6, 7, 8, and 9,
(Sheet No. 2,) the same letters indicating similar parts in all the Figures.
Figure 1 is a longitudinal elevation of a vessel with improved masts, &c.;
Figure 2 is a vertical of a mast on a larger scale; Figure 3 is a plan of the
same; Figure 4 is a plan of a jointed strut or bolster to keep the yard clear
of the mast; Figure 5 is an elevation of the top or trestle-trees, shewing the
<manner of connecting the shrouds; Figure 6 is a plan, and Figure 7 a section
of the same; Figure 8 is a side elevation of one of the cross-trees, and
Figure 9 is a plan of the same. The peculiar feature of this part of my
Invention is, that I make the lower masts and bowsprit of tubes, so that the
top masts and jib boom may slide inside of them. These tubes may be con-
structed of iron, galvanized or otherwise coated, or of any other metal, either
made in one piece or in lengths joined together, or formed of plates rivetted
together, as may be found most convenient. a, a, are the masts more parti-.
cularly shewn in the section and plan, Figures 2 and 3; 6 is the top mast
sliding inside of a, a, and having a pulley or sheave c fixed at the bottom of
it; d is a pulley or sheave fixed on the top of the mast; and is a winch
upon deck. A chain or rope ff, passes from the winch over the pullies
dand c, and is fixed at g on the other side of the mast, so that by means of the
winch the top mast may be raised or lowered to any extent necessary, and when
brought to the required position the rope or chain f, f, may be fixed to a belay-
Sing pin, and the winch used for other purposes. In the same manner the jib
tboom slides within the bowsprit, and is drawn out or in by a similar process.
I is an iron jointed strut connecting the middle of the yard to the mast, and
which may be disconnected by taking out the pin i when the yard is to be
lowered down. k, k, are hoops round the mast for fixing the several parts of
the rigging. 1, 1, shewn in Figures 5, 6, and 7, is an iron frame embracing
the mast, to which the shrouds and cross-trees are fixed in the manner shewn
in these Figures, the lower ends of the shrouds being connected to the vessel's

page_text: side by screws, lanyards, or any other approved method of connection. Figures 8
and 9 shew a side view and plan of iron cross-trees to be fixed upon the above
frame by the ears m, m.
In this fourth part of my Invention I claim the use of iron or other metal
tubes for masts and bowsprits made in one piece, or in lengths joined together,
or formed of plates rivetted or otherwise fixed together, and the arrangement
and combination of the various parts connected therewith, as shown in the
Drawings and herein-before described.
The next part of my Invention consists of improvements in the construction
of double hulled or twin vessels. These improvements are represented in
Figures 10, 11, 12, 13, and 14, (Sheet No. 2,) the same letters referring to
similar parts in the various Figures. Figure 10 is a deck plan of a twin ves-
sel; Figure 11 is a transverse section at one end of the paddle box; Figure 12
is a transverse section through the paddle box; Figure 13 is an end view of
the vessel; and Figure 14 is a longitudinal section of one of the hulls. In
twin vessels, as hitherto constructed, each hull has been made alike on both
sides, so that the deck and other parts throw more weight upon the inner side
of the vessels than the outer side, without a corresponding fullness in the bottom
on three sides to support it, and consequently the unsupported weight acts with
Another cause also
a tendency to throw the two hulls outward at the bottom.
a, a,
acting to throw the hulls outward is found to be that the wave created at the
bows by the forward motion of the vessel gorges up the water between the
hulls, so that its height, and consequently its pressure, is greater on the inside
than the outside. To obviate these defects, and to add greater strength in
combining the two vessels, is the object of this improved construction.
are the two hulls formed so that the bottoms are more full or have greater
displacement on the inner sides than the outer. The keel and stems of cach
hull are placed off the centre of the vessel towards the inner side, so that the
angle of bow at the inside is very acute, causing little or no wave between
the vessels. The two hulls are connected together by an arch of plate iron,
the deck beams being securely fixed on the top of this arch and also to the
sides of each hull, and a space is left in the middle without the arch for the
paddle wheel to work in, where one is used. b, b, are stays all along the sides
of the vessels, connecting the two hulls at the spring of the arch; and c, c, are
diagonal stays, one being at each bow and one on each side of the paddle
wheel. d, d, are rudders of the same construction as those specified in tho
third part of my Invention, one being placed at each end in the middle
between the hulls, and worked from a raised platform e on deck.
In this the fifth part of my Invention I do not claim as new the principle of

page_text: constructing double hulled or twin boats; but I claim as new the construc-
tion of a vessel with two hulls connected together by a deck and an arch of iron
or other metal plates, cach hull being formed so as to have greater buoyancy on
the inner than on the outer side, and the keel and stems 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 the other.
I also claim the general arrangement and combination of the parts as repre-
sented in the Drawings as herein specified.
In witness whereof,, I, the said Peter Borrie, have hereunto set my
hand and seal, this Twenty-third day of July, in the year of our Lord
One thousand eight hundred and forty-five.
PETER (L.S.) BORRIE.
AND BE IT REMEMBERED, that on the Twenty-third day of July, in the
year of our Lord 1845, the aforesaid Peter Borrie came before our said Lady
the Queen in Her Chancery, and acknowledged the Specification aforesaid, and
all and every thing therein contained and specified, in form above written. And
also the Specification aforesaid was stamped according to the tenor of the Statute
made for that purpose.
Enrolled the Twenty-third day of July, in the year of our Lord One
thousand eight hundred and forty-five.