Year: 1890

page_text: Date of Application, 5th Mar., 1890-Accepted, 5th Apr., 1890

page_text: The shape of the hull is substantially as follows:-
The sides are vertical and extend parallel with each other from the tapered bow
portion to the tapered stern portion.
The bottom of the hull is unimportant as to particular shape, for it may be
perfectly flat with rounded corners, slightly inclined with rounded corners, or
curved with rounded corners, as I have shown.
The latter form I regard as preferable, since it is stronger than any of the others and
the carrying capacity of the vessel is not affected.
The top of the vessel from the bow to the stern portions is ellipsoidal in cross section,
or semi-elliptical.
This form has all the strength of a semi-circular deck, and combines the additional
advantage of enabling the vessel to be of much greater capacity than if the deck were
semi circular.
It also brings the vertical sides up to or nearly up to the load water line, so that
there can be no danger of another vessel riding up on the deck, and injuring the same,
as would be the cause with a semi-circular deck. This form of deck also offers a more
inclined surface to the action of the wind and sea thereon than a semi circular deck,
so that the effect of these disturbing influences will be materially lessened as will be
presently pointed out.
The bow of the boat is of a general spoon shape form, which is brought about by a
gradual merging of the sides and bottom towards an imaginary point in line with the
upper deck.
The bow does not extend out to this point but terminates some distance therefrom
so as to form a general circular bow portion.
The sectional shape of the bow changes gradually from a circle at its outer end to
the form shown in Figures 1. 2. 3, and 4 which is the main portion of the hull.
The stern is very much like the bow, except that a skeag, is used, which is formed
of a part thereof.
The sectional view of the stern at its extreme end is not circular like the bow but
is of a pointed egg or wedge shape, so as to make an easy entrance for the stern in
pitching and rolling.
It will be observed that the hull is without sheer and that the bottom from the
beginning of the upward curve of the bow to the extreme after end of the skeag is on
a perfectly straight line.
By making this hull without sheer, the plating thereof is much simplified, since there
are no difficult curves to follow.
I am also enabled by doing this to place the plates on the hull in perfectly straight
lines so that a majority of the plates will be practically of the same dimensions, and
in this way making a further simplification.
The hull is constructed of a great number of iron or steel plates, rivetted or other-
wise secured in position to a number of metallic frames which are by preference in the
form of angle irons. These frames extend diametrically with the length of the vessel
and are continuous throughout.
In order that these frames may be strengthened longitudinally I make use of a
number of connecting braces which extend from one extreme end of the vessel to the
other.
In the accompanying drawings A, represents the metallic outer plates; B, the
continuous frames, and C the longitudinal braces before referred to. After the
plates are rivetted in position on the frames the entire structure is exceedingly strong
and rigid.
Each continuous frame is further strengthened at its lower portion by means of an
auxiliary rib D, which is rivetted or otherwise secured to the frame.
On top of these frames D. D. D. is secured a floor E, extending at each end as far as
the partitions or bulk heads F and G, which divide the bow and stern portion from
the hold of the vessel.
The space between the floor E, and the bottom of the vessel forms a water bottom

page_text: that is to say a chamber adapted to be filled with water so as to partially submerge
the vessel when light if desired.
Within the bow portion directly in advance of the bulk head F is a large water
tank H, which connects with the water bottom, and within the stern portion in the
rear of the partition G, is a similar water tank I connecting in the same way with
the water bottom.
These water tanks also assist in partially submerging the vessel when it is desired,
but if it is necessary they may be used for the storage of drinking water and may be
entirely disconnected from the water bottom. The water bottom is filled by means of
a valved opening in the bottom of the vessel, and this water is pumped out of the
water bottom by means of a steam pump K, operated by a boiler L, placed upon the
platform M within the hold of the vessel, and directly adjacent to the rear partition
or bulk head G. It will be evident that the water may be ejected from the water
bottom by means of an air compressor arranged to force air under pressure into the
water bottom, and which would supplant the water therein.
If the two water tanks are to be used to assist in submerging the vessel, then water
is allowed to flow therein through a valved opening leading from the water bottom,
and the water is removed therefrom by means of the pump K. In order that the
water may flow regularly from one portion of the water bottom to another, it will be
necessary to provide each rib D, with a number of holes therein to allow for the
free passage of water.
It might be a good arrangement to interpose valves in the openings in certain ribs,
so as to practically divide the water bottom into a number of compartments.
By doing this then any desired compartment can be filled and the boat might be
made to list in any particular direction to facilitate the loading thereof.
These compartments also act advantageously in case of an accident, for if the
bottom of the vessel should be ruptured at any particular point, then the water would
only fill one compartment.
Entrance to the hold of the vessel is effected by means of a number of hatchways,
which are adapted to be covered en voyage by means of suitable hatches a.
These hatches are adapted to be held in position by means of screw bolts b, which
engage with the plating of the vessel, or with a suitable strengthening strip c,
secured to the edge of each hatchway. In order that the joint of these hatches of the
deck may be water tight a suitable rubber or other elastic packing d is made use of. The
hatches may be moved back and forth in and out of position over the hatchways by any
suitable means, either by means of suitable rollers or by crow bars or by suitable tackle.
The space within the bow portion of the vessel over the forward water tank is
subdivided up into rooms if need be, or is provided along its walls with the usual
bunks. This is the fore-castle for the crew.
Entrance thereto is effected by means of suitable turrets N, secured in position on
the deck by means of an angled metallic collar e, rivetted to the deck and the lower
portion of the turret.
To the upper end of this turret is affixed a working deck O, secured in position in
a manner similar to the fastening for the turret. This working deck is further
supported by means of a number of smaller pipes f. f. f. which are secured in position
to the deck and to the working deck, by means of an angle collar similarly to the
fastening of the turret.
Within the turret N is a steam windlass P, of any appropriate construction which
is supplied with steam from suitable conducting pipes from the boiler L.
By running these conducting pipes adjacent to the deck as I have shown, the heat
of the steam therein will keep the deck at a sufficiently high temperature to prevent
the formation of ice thereon, so that a secure footing is always offered to the crew in
walking back and forth on the deck. The windlass P, is coupled in the usual way
with, and operates a capstan Q, placed upon the working deck. The windlass is used
to handle the anchor chains and the towing hawser, when the vessel is to be towed by
a steam boat, and the capstan is used to handle the forehawser, in landing at a dock,
or in snubbing through canals.

page_text: In case a vessel is to be towed by a steam boat the tow line therefrom passes
through an eye g, at the extreme forward end of the boat, and is bighted either
around the fore timber heads k, on the main deck, or to the timber heads on the
working deck.
The timber heads h, in smooth weather also serve to ventilate the forecastle, which
is brought about by making them hollow. In case of rough weather e passage in
these fore timber heads, is closed by means of a suitable cover operated from the
interior of the forecastle in any suitable way.
Light is given to the forecastle and to the turret N, by means of the ordinary bulls
eyes or dead lights properly arranged.
I
To prevent the forecastle from serious injury in case of a collision, I provide a
chamber in front of the same which I have called a collision chamber and which is
separated from the forecastle by means of an air tight bulk head.
By this means should the front walls become crushed or broken, the water will be
excluded from the forecastle and will fill only the collision chamber.
To offer a further protection in case of a collision, I make use of a buffer k, secured
to the extreme forward end of the vessel, and composed of wood, rubber cordage
or some other semi-elastic material.
The hawse tubes for the anchor chains pass down from the main deck directly
through the collision chamber and buffer k.
In case the vessel should be towed by a steam boat I make use of an after turret R,
of about the same dimensions as the forward turret, and secured in placeid entically in
the same manner as the forward turret.
This after turret carries a working deck 8, somewhat larger in dimensions than the
forward working deck, and which is provided with a suitable canopy or housing T, to
offer protection to the steersman.
The space in the stern portion of the boat, directly in the rear of the partition or
bulk head G, is subdivided into state rooms, and forms the quarters for the captain,
officers, and cook, and whatever passengers may be carried. Entrance to this after
cabin from the rear working deck is had by means of a suitable spiral staircase l,
arranged in the afterturret.
The after working deck carries a capstan, to be used for handling the aft hawser, and
which may be either a hand capstan or a steam capstan supplied with steam from the
boiler L. The after working deck also carries the tiller or steering wheel n, which
connects in the usual way and operates a rudder O, arranged in the rear of the skeag.
The vessel is provided at its extreme after end with a suitable eye t, and timber head o,
to which a hawser may be attached for towing another vessel behind it.
These after timber heads may be made if desired similarly to the forward timber
head and may serve to ventilate the after cabin.
The after working deck is supported in addition to the rear turret by means of a
number of pipes p which are secured in place to the hull and to the working deck
identically like those for the forward turret.
These auxiliary pipes in addition to supporting the rear working deck also serve the
purpose of ventilating the after cabin and for this purpose they are provided at their
upper end with suitable cowls, so that a draft may be formed therein. The forward
and rear working decks are reached from the top of the vessel by means of strong
metallic ladders, which also serve, to strengthen the working deck.
a
In order that the crew may walk back and forth on top of the vessel with safety,
suitable life lines are used which extend from one end of the boat to the other, and
which are mounted on suitable removable posts or stanchions 8, 8.
When in port and the vessel is being loaded, or unloaded these posts are removed,
so that the life lines will not obstruct the usual loading or unloading apparatus.
When the vessel is to be used for carrying heavy cargo such as coal and ore, it is
advisable to protect the floor E from a concussion caused by the dropping of this
heavy. cargo in the hold, and this is accomplished by covering the floor E, with an
interchangeable plank flooring.
With some cargoes it is advisable to load the vessel from the sides. In order that

page_text: this may be done I make use of side hatchways U, placed in the top of the vessel or on
each side of the main line of hatches and just above the load water line. These hatch-
ways are covered by means of suitable hatches t which are preferably hinged to the
main deck, and which are provided along their bottom edges with a suitable rubber
packing so that a watertight joint will be formed with the deck.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1: A metallic vessel, substantially as set forth, having a deck ellipsoidal in cross
section.
2: A metallic vessel, substantially as set forth, having a deck ellipsoidal in cross
section, and with a spoon shaped bow.
3: A metallic vessel, substantially as set forth, having a deck ellipsoidal in cross
section, and with a spoon shaped bow, and a wedge shaped stern.
4: A metallic vessel, substantially as set forth, having a deck ellipsoidal in cross
section and with turrets, carrying working decks.
5: A metallic vessel, substantially as set forth, having a deck ellipsoidal in cross
section, with a water bottom, and with bow and stern water tanks.
6 A metallic vessel, provided with timber heads, constructed substantially as set
forth, to ventilate the interior of the hull.
7: A metallic vessel, constructed of metal plates, arranged in straight lines as
described and secured to continuous frames.
8: A metallic vessel, having turrets and ventilating pipes, supporting working
decks, which carry the capstan and windlass.
9: A metallic vessel, having a boiler near its stern; a steam windlass near its bow ;
a line of steam conducting pipes beneath the deck, on one side of its hatches; and a
return line of exhaust steam conducting pipes beneath the deck, and on the other
side of the hatches.
10: A metallic vessel having a deck ellipsoidal in cross section; a line of sliding
hatches, centrally arranged in said deck, and a number of hinged hatches, arranged on
each side of said sliding hatches, substantially as and for the purpose set forth.
ALEXANDER MCDOUGALL.
By Harris & Mills,
23, Southampton Buildings, London, Agents.