IMPROVEMENTS IN THE CONSTRUCTION OF SHIPS OR VESSELS
Year: 1859

page_text: LETTERS PATENT to William Edward Newton, of the Office for Patents
66, Chancery Lane, in, the County of Middlesex, Civil Engineer, for
the Invention of." IMPROVEMENTS IN THE CONSTRUCTION OF SHIPS OR
VESSELS."A communication from abroad by Rollin Germain, of the
City of Buffalo, United States of America.
PROVISIONAL SPECIFICATION left by the said William Edward Newton
at the Office of the Commissioners of Patents, with his Petition, on
the 24th October 1859.
I, WILLIAM EDWARD NEWTON, of the Office for Patents, 66, Chancery Lane,
in the County of Middlesex, Civil Engineer, do hereby declare the nature of
the said Invention for "IMPROVEMENTS IN THE CONSTRUCTION OF SHIPS OR
VESSELS," to be as follows:-
This Invention of improvements in the construction of ships or vessels
relates to a novel mode of constructing and arranging the parts of a navigable
vessel by which a vessel of extreme length compared with its breadth of beam
and draught may be economically built, and possess great steadiness or
stability, safety, capacity, and strength, and be capable of being propelled
at a very high degree of velocity.
The principal features of the improved vessel constructed according to the

page_text: present Invention are, first, making the cutwater and stern part of the vessel
exceedingly sharp, in other words, the track of the vessel through the water
is opened by surfaces inclined exceedingly near to the line of movement,
and the water is permitted to close in after the vessel along surfaces inclined
exceedingly near to the line of movement.
Another feature consists in combining very great length with comparatively
narrow breadth of beam, and light draft of water. The exterior parts of the
vessel which move through the atmosphere, including smoke pipes, pilot
houses, and so forth, are also constructed in a similar manner to that already
described as to the parts which move through the water, that is, they are
of a lenticular form, and present sharp edges fore and aft.
Another feature consists in adapting a V-shaped fin-like projection along
the sides of the vessel below the water line, in order to augment the floating
power of the vessel, and increase its steadiness..
Another feature is the adaptation and use of the extreme after part of the
vessel for the purposes of a rudder; and, lastly, joining the metallic plates,
knees, ribs, &c., used in the construction of the vessel so that they shall hook
or lock together, and be as strong at the fastenings as at any other part
thereof, and at the same time present a sinooth and even exterior surface.
The metallic plates used in the construction of the vessel are made thicker at
their lapping ends than at the middle, to compensate for the waste of rivet
holes and notches, and insure as much strength at their connections as at
other parts; a series of notches are made in each plate, so that when the
plates are brought together, the notches may clutch and hold together, and
relieve the strain upon the rivets.
Another form of constructing the plates so that they will hook together,
may be made by making a simple step or hook.
Another mode ofeffecting the junction of the plates consists in constructing
the ends of the plates with notches which do not overlap each other, but the
iron knee is correspondingly notched, so that the plates and knee clutch
together, the knee operating to bind and hold the plates together.
The rivets or bolts pass through the plates and knee, and thus the plates
and knee are combined and firmly held together. The rivets are countersunk
on the outside so as to make the outside surface smooth. The walls or sides
of the vessel are braced and supported by diagonal timbers, and metallic or
other struts and cross walls. Double walls thus braced and supported are
used in large vessels for the entire hull, including the bottom and fin-like
projections, and the bow and stern sections up to the point where these
become so thin or narrow in their wedge-like form as to admit of solid wood

page_text: or other material being inserted. Each compartment formed in the double
walls by the cross walls is watertight, and the interior of the vessel below
the main deck should be divided into convenient water-tight compartments.
Inside walls also run lengthwise nearly through the vessel, and are made
of metallic plates in a manner similar to that of the outside walls or sides of
the vessel. The top of each outside wall is formed by a beam of iron gradually
diminishing in size towards each end of the vessel. The corresponding por-
tions of the walls at the bottom and the outside edges of the fins are filled
with solid wood. The deck floors are made of metallic plates joined together
as before described, and are supported by pillars; a knee is formed on the end
of the plates where they are connected with the walls. Overhanging decks
project from the sides of the vessel an equal distance to the fin-like projection
in the water. In the space between these parts, the propellers or paddle
wheels work, any number of which with the engines necessary to obtain the
requisite power and speed may be used. The sides and top of the vessel
should be as high in the middle parts as steadiness will permit, sloping
inwards and downwards along the narrow extremities so as to present to
the atmosphere surfaces slightly opaque to the line of motion.
All parts of the vessel above the water and exposed to the resistance of the
atmosphere should be made to conform as near as may be to the general
principle of construction herein set forth. The whole exterior surface of the
vessel should be made even and smooth, particularly those which move in
the water.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said William Edward Newton in the Great Seal Patent Office
on the 21th April 1860.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
EDWARD NEWTON, of the Office for Patents, 66, Chancery Lane, in the
County of Middlesex, Civil Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-fourth day of October, in the year of our
Lord One thousand eight hundred and fifty-nine, in the twenty-third year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto
me, the said William Edward Newton, Her special license that I, the said
William Edward Newton, myexecutors, administrators, and assigns, or such
others as I, the said William Edward Newton, my executors, administrators,

page_text: and assigns, should at any time agree with, and no others, from time to
time and at all times thereafter during the term therein expressed, should
and lawfully might make, use, exercise, and vend, within the United King-
dom of Great Britain and Ireland, the Channel Islands, and Isle of Man,
an Invention for "IMPROVEMENTS IN THE CONSTRUCTION OF SHIPS OR VESSELS,"
being a communication from abroad by Rollin Germain, of the City of Buffalo,
United States of America, upon the condition (amongst others) that I, the
said William Edward Newton, by an instrument in writing under my hand
and seal, should particularly describe and ascertain the nature of the said
Invention, and in what manner the same was to be performed, and cause
the same to be filed in the Great Seal Patent Office within six calendar
months next and immediately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said William Edward Newton, do hereby
declare the nature of the said Invention, and in what manner the same is to
be performed, to be particularly described and ascertained in and by the
following statement, reference being had to the Drawings hereunto annexed,
and to the letters and figures marked thereon (that is to say) :-
This Invention of "Improvements in the Construction of Ships or Vessels,"
relates to a novel mode of constructing and arranging the parts of a navigable
vessel, by which a vessel of extreme length compared with its breadth of
beam and draught may be economically built, and possess great steadiness
or stability, safety, capacity, and strength, and be capable of being propelled
at a very high degree of velocity.
The principal features of a vessel constructed according to the present
Invention are, making the cutwater and stern part of the vessel exceedingly
sharp. In other words, the track of the vessel through the water is opened
by surfaces inclined exceedingly near to the line of movement, and the water
'is permitted to close in after the vessel along surfaces inclined exceedingly
near to the line of movement.
Another feature consists in combining very great length with comparatively
narrow breadth of beam and light draught of water. The exterior parts of
the vessel which move through the atmosphere, including smoke pipes, pilot
houses, and so forth, are also constructed in a similar manner to that already
described as to the parts which move through the water, that is, they are of
a lenticular form and present sharp edges fore and aft.
Another feature consists in adapting a V-shaped fin-like projection along
the sides of the vessel below the water line, in order to augment the floating
power of the vessel and increase its steadiness.
Another feature is the adaptation and use of the extreme after part of the

page_text: vessel for the purposes of a rudder, and, lastly, joining the metallic plates,
knees, ribs, and other parts used in the construction of the vessel, so that
they shall hook or lock together, and be as strong at the fastenings as at
any other part thereof, and at the same time present a smooth and even
exterior surface.
In the accompanying Drawing Fig. 1 is a side elevation of a vessel con-
structed according to the above-mentioned improvements; Fig. 2 is a bottom
plan of the same; Fig. 3 is a section of a portion of the bow; Fig. 4 is a
section of a portion of the stern showing how its extreme after part is
adapted to the purposes of a rudder; Fig. 5 is a cross section of the vessel
taken amidships, and drawn upon an enlarged scale; Figs. 6, 7, and S, are
sections of the metallic plates used in the construction of the vessel, and
showing the manner of connecting and fastening the same together; Figs. 6
and 7 each show a plan or form of iron knee, and the manner of fastening
the plates and knees together; Fig. 9 is a section of the two walls of the
vessel showing the manner of connecting and bracing the same; Fig. 10 is
a cross section of a smoke pipe.
For the purpose of description I will divide the vessel into three sections
(viz.) the bow section, the stern section, and the middle section. From L to
the line M, N, Fig. 1, is the bow section; from the line O, P, to Q is the
stern section; between the lines M, N, and O, P, is the middle section. By
the term breadth of beam herein used is intended the breadth of the vessel
below the water line exclusive of the fin-like projection.
The form of structure is thus determined, first, having reference to the
contemplated use (as for river, lake, or ocean navigation), the suitable draft
and the breadth of beam necessary for steadiness are determined. Second,
with a like reference to use and upon a careful calculation of the strength of
material to be used in the construction the greatest length is determined,
which with the draft and breadth of beam already fixed, and a nearly uniform
taper to a point or edge may be given to the bow section consistently with the
required strength, thereby securing the least practicable angle of inclination
of its surfaces to the line of motion, which angle should not exceed three and
a half degrees for the parts below the water line. Third, the stern section
should be made substantially of the same shape and dimensions as the bow
section, a portion thereof being hinged and used for the purposes of a rudder.
Fourth, the middle section should be made with sides nearly or quite parallel
to the line of motion, and as long as convenience will permit; great length
not being considered a cause of weakness, but the opposite, and the resultant
advantages of increased capacity in this part of the vessel, unattended by any

page_text: resistance of the water except its friction and cohesion being so numerous
and great there is left no other limitation or length aside from the amount
of business, but simply that of convenience of management of the vessel,
especially in channels and harbours. Whenever this limitation will permit,
the length of the middle section should be so extended that if a right line
be drawn longitudinally through the middle of the vessel, commencing at
the water line at the bow and terminating at the water line at the stern
when the vessel is loaded, and another line be drawn transversely along the
water surface from the water line on one side to the water line on the
other side at the middle of the middle section, and from every point in this
last described line, right angles be drawn to each end of the first
described line, the average of all the angles made by these last lines with
the first described line will not exceed two degreos. Angles are avoided
and curved lines used where the sections join.
A (Fig. 5) represents a V-shaped fin-like projection, being a part of the
vessel on the side below the water line, and commencing with a point or edge
in the bow and stern sections and enlarging gradually until it attains its full
size, which, in this case, is at a point near the middle of the length of the bow
or stern section. It may continue of uniform size along the middle section of
the vessel as represented in the Drawings, or it may diminish or altogether
disappear as it approaches the middle section. The object of this device is
mainly to stiffen and strengthen the bow and stern sections and thus enableme
to incline their surfaces much nearer to the line of motion than could otherwise
be done and retain sufficient stiffness and strength. This device also increases
the buoyancy and steadiness of the vessel, and it also furnishes surface con-
densers for the steam engines. B (Fig. 4) represents a joint which converts
the after part of the stern section into a rudder. This joint occupies the
whole thickness and height of the stern section where it occurs and allows
the rudder to turn freely to guide the vessel. In order to preserve a smooth
surface in contact with the water a sheathing is provided of spring steel or
other elastic material which covers the joint, but is not fastened at the after
edge, so that the rudder in turning will slightly bend and raise the edge of
such sheathing and still give the water a smooth passage over the joint.
This device is represented at 2. The rudder B2 may be worked by any of the
approved methods. C, C, (Fig. 6) are metallic plates used in the construction
of the vessel. They are made thicker at their lapping ends than at the middle
so as to compensate for the waste of rivet holes and notches, and ensure as
much strength at their connections as at other parts. The lines C2 show a series
of corresponding notches made in each plate, so that when the plates are

page_text: brought together the notches may clutch and hold together and relieve
the strain upon the rivets. Fig. 8 shows another form of constructing the
plates so that they will hook together as shewn at Cs. Fig. 7 represents
another mode of effecting a junction of the plates by constructing the
ends of the plates with notches which do not overlap each other, but
the plates C and the iron knee D are correspondingly notched so that the
plates and kuee clutch together, the knee operating to bind and hold the
plates together. The rivets or bolts E pass through the plates and knee, and
thus the plates and knee are combined and firmly held together. The rivets
are countersunk on the outside, so as to make the outside surface smooth.
D, D, (Figs. 6 and 7) represent two forms of knee, which may be used in the
construction of the vessel, and to which the plates are connected, as above
described. F (Figs. 6 and 7) is an edge view of the metallic plates used in
the construction of the double walls to bind the two sides thereof together;
and F (Fig. 9) is an edge view of the wall; G, G, are bolts or rivets to fasten
the plates to the knees. H, H, (Fig. 9) represent timbers and the manner of
laying up the same, for the purpose of bracing and supporting the main walls
of the vessel. Double walls thus braced aud supported are used in large
vessels for the entire hulí, including the bottom and fin-like projections and
the bow and stern sections up to the point where these become so thin or
narrow in their wedge-like form as to admit of solid wood or other material
being inserted, as represented at i and J (Figs. 3 and 4) and x, y, (Fig. 5.)
Each compartment formed in the double walls by the cross walls is water-
tight, and the interior of the vessel below the main deck should be divided
into convenient water-tight compartments. K. K. (Fig. 5) are inside walls
which run lengthwise nearly through the vessel, and are made of metallic
plates in a manner similar to that of the outside walls or sides of the vessel.
The top of each outside wall X (Fig. 5) is a compact mass of iron, gradually
diminishing in size towards each end of the vessel. The corresponding
portions of the walls at the bottom and the outside edges of the fins are filled
with solid wood, as represented at x, y. The deck floors R are made of
metallicplates jointed together,as before described, and supported by pillarsT, T.
A knee is formed on the end of the plates, where they are connected with the
walls, as shewn at S. U are hollow iron beams, filled with wood for sup-
porting the upper deck; R², overhanging decks which project from the sides
of the vessel an equal distance, in this instance with the fin-like projection A
in the water. In the space between these parts the propeller or paddle
wheels work, any number of which, with the engines necessary to obtain the
requisite power and speed, may be used. The dotted lines y, z, (Fig. 9)

page_text: represent bolts; 73 (Fig. 5) are braces.
In Fig. 1, N is the wheel house;
V, the pilot house; W, the chimney or smoke pipe. The form of this latter
is shown by a cross section thereof (Fig. 10,) and the same Figure may be
taken to represent the pilot house, which is of like shape in its cross section,
but of larger size. The sides and top of the vessel should be as high in the
middle parts as steadiness will permit, sloping inwards and downwards along
the narrow extremities so as to present to the atmosphere surfaces slightly
oblique to the line of motion. All parts of the vessel above the water, and
exposed to the resistance of the atmosphere, should be made to conform as
near as may be to the general principle and construction herein set forth,
The whole exterior surface of the vessel should be made even and smooth
particularly those which move in the water.
The Drawings show a vessel with the water surface of the bow and stern
sections tapered partly from the bottom and partly from the sides. In practice,
this may be done altogether from the sides or bottom, or in other proportions
from both. I hereby disclaim including in this Specification, or in any of
the following claims, vessels of less than twenty tons burden.
Having now described the Invention that has been communicated to me
as aforesaid, I claim, as the Iuvention secured to me by Letters Patent,-
First, constructing vessels for navigation with the bow and stern sections
below the water line of the form and model substantially as described, and in
which the relative proportions as to length, breadth of beam, and draught of
water shall be such, that if a right line be drawn longitudinally through the
middle, commencing at the water line at the bow, and terminating at the
water line at the stern (when the vessel is loaded,) and another line be drawa
at right angles to the said line along the water surface from the water line on
one side to the water line on the other side at the middle of the part of the
vessel where a cross section below the water line is greatest, and from
every point in this last described line right lines be drawn to each end of
the first described line the average of all the angles made by these last lines
with the first described line shall not exceed two degrees.
Second, the combination of the fin-like projection A with a vessel con-
structed below its water line, substantially as described.
Third, the combination of the overhanging deck with a vessel constructed
below its water lines, substantially as herein described.
Fourth, constructing the pilot house and smoke stacks separately in
respect to their forward and rear parts in a tapering or wedge-like form,
substantially as herein set forth.
Fifth, the combination of the notched plates C, C, the iron knee D, and

page_text: rivets E with a vessel constructed substantially as described for the
purposes set forth.
In witness whereof, I, the said William Edward Newton, have hereunto
set my hand and seal, the Twenty-first day of April, in the year
of cur Lord One thousand eight hundred and sixty.
Witness,
J. W. MOFFATT,
66, Chancery Lane.
W. E. NEWTON. (L.S.)