AN IMPROVED CONSTRUCTION OF SHIP, WHEREBY ROLLING AND PITCHING ARE REDUCED TO A MINIMUM, AND WHICH RENDERS VESSELS PRACTICALLY UNSINKABLE
Year: 1881

page_text: LETTERS PATENT to Alexander Milburn Wellington Samson, of The Elms,
Northolt, near Southall, in the County of Middlesex, a Major on half-pay in
Her Majesty's Army, for an Invention of "AN IMPROVED CONSTRUCTION
OF SHIP, WHEREBY ROLLING AND PITCHING ARE REDUCED TO A MINIMUM,
AND WHICH RENDERS VESSELS PRACTICALLY UNSINKABLE"
PROVISIONAL SPECIFICATION left by the said Alexander Milburn
Wellington Samson at the Office of the Commissioners of Patents on the
26th August 1881.
"
ALEXANDER MILBURN WELLINGTON SAMSON, of The Elms, Northolt, near
Southall, in the County of Middlesex, Major on half pay in Her Majesty's Army.
AN IMPROVED CONSTRUCTION OF SHIP, WHEREBY ROLLING AND PITCHING
ARE REDUCED TO A MINIMUM, AND WHICH RENDERS VESSELS PRACTICALLY
UNSINKABLE."
A ship, entire in herself, which is formed on three keels, and which may be
constructed of any dimensions or proportions. The Invention is applicable to any
ships or boats built for any of the purposes for which ships or boats are now used,
and howsoever moved or propelled.
The improved construction is as follows:-
Three separate keels are laid down, two lower keels and one upper keel, placed
in such positions relatively to each other as is required for the class or kind of
vessel intended to be built.
The stern ends of these keels are respectively marked in the accompanying
Drawings A, C, and B; A and B being the lower keels, and C the centre and
higher one.
The A and B keels run in parallel straight lines from the ends or points at
which the stern-posts are to be built towards the stem or bow until they reach
the required distance from the bow, and then curve towards each other to the
point D where they meet together.

page_text: The stem is built to the two keels A and B at the point of junction D, and one
bow is thus formed.
The inner lower part of the stem is so framed as to receive the end of the centre
keel, which will be built thereto as hereinafter mentioned.
Upon the extremities A and B of the two lower keels two stern posts are built,
one upon the port keel and the other upon the starboard keel. The stern posts
are of extra thickness inboard (that is, in the line of the keels) to enable them
to carry a transverse girder, which girder connects the two stern posts and is
marked a¹, all, all
This transverse girder is of sufficient strength to receive at its centre and support
the after end of the upper and central (or midships) keel which is built to it,
and which runs thence in a straight line towards the stern to a given point to
be determined according to the class of vessel being built, and then curves
downwards to the point marked D in Drawings, at which point it joins the stem
and is built thereto.
The outer ribbing from the keels A and B is such as is required for a ship of
given proportions & of a given size and strength of build.
The ribs between the lower keels A and B and the centre keel C are so arranged
and built as to give the water an uninterrupted run or sweep from the bow aft
throughout the length of ship and out between the two stern posts.
The ship's draught of water will with or without ballast or cargo always be such
that the centre keel will rest in or on the water. In the case of a vessel of this
construction propelled by screws, the flow of water throughout the length of the
vessel and out between the stern posts gives the screws a greater power than they
otherwise would have.
Further, the Invention includes in addition to the ribs before referred to, ribs
built to the centre keel C, and running out on each side of it horizontally until
they reach the line of the outer ribs built from the two lower keels, and then
curving upwards and running side by side with and parallel to such outer ribs.
Beneath such ribs built to the centre keel as aforesaid, and between them and the
outer ribs of the vessel built to the keels A and B, may be formed compartments
of great strength and utility as watertight bulkheads or otherwise. The ribs to be
built to the centre keel, as lastly described, may be omitted wholly or partly if
thought fit in any particular case, or may be used in combination with or have for
substitutes transverse girders joining the outer ribs of the vessel (built to the keels
A and B) and the centre keel and running parallel to the transverse girder attached
to the sternposts, as before mentioned.
The masting, rig, engine, or other motive power and interior arrangements of a
vessel of the above construction may be determined at the discretion of the

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Alexander Milburn Wellington Samson in the Great Seal Patent
Office on the 25th February 1882.
ALEXANDER MILBURN WELLINGTON SAMSON, of the Elms, Northolt, near
Southall, in the County of Middlesex, a Major on half pay in Her Majesty's Army.
AN IMPROVED CONSTRUCTION OF SHIP, WHEREBY ROLLING AND PITCHING
ARE REDUCED TO A MINIMUM, AND WHICH RENDERS VESSELS PRACTICALLY
UNSINKABLE."
According to my Invention a ship entire in herself is formed with three keels,
The Invention is
and may be constructed of any dimensions or proportions.
applicable to any ships or boats built for any of the purposes for which ships or
boats are now used, and howsoever moved or propelled.
The improved construction is as follows:-
Three separate keels are laid down, two lower keels and one upper keel, placed
in such positions relatively to each other as is required for the class or kind of
vessel intended to be built.
The Invention will be best understood by reference to the accompanying
Drawings.
Figure 1 is a plan of the underside or bottom of a ship constructed according to
one arrangement of my Invention; Figure 2 is an end view looking at the stem or
bow; Figure 3 is a midship's section; Figure 4 is a back or stern view; Figure 5
is a longitudinal cross section; and Figure 6 is a longitudinal side elevation.
The ship illustrated by the above Drawings is intended to be propelled by a screw
or screws.
Figure 7 is a plan of the underside or bottom; Figure 8 is a view of the stem
or bow; Figure 9 is a midship section; Figure 10 is a back or stern view; and
Figure 11 is a longitudinal section of a ship constructed according to my Invention
wherein the propelling power is intended to be paddles instead of a screw or
screws, as in the Figures 1 to 6. Figure 12 is a side elevation of a ship propelled
by paddles and constructed according to my Invention, whereby it will be seen
that when afloat she presents an appearance similar to an ordinary ship or vessel;
similar letters of reference refer to like parts in all the Figures.
The keels are respectively marked in the accompanying Drawings A, C, and B,
A and B being the two lower keels and C the centre and higher one.
The two lower keels A, B, run in parallel straight lines from the ends or points
at which the stern posts are built towards the stem or bow until they reach the
required distance from the bow, and then curve towards each other to the point D
where they meet together.
The stem is built to the two keels A, B, at the point of junction D and one bow
is thus formed.
The inner lower part of the stem is so framed as to receive the end of the centre
keel which will be built thereto, as hereinafter mentioned and described.
Upon the extremities of the two lower keels A and B two stern posts are built
The stern posts
one upon the port keel and the other upon the starboard keel.
are of extra thickness inboard (that is, in the line of the keels) to enable them
to carry a transverse girder, which girder connects the two stern posts, and is
marked a¹, a, a³.
This transverse girder is of sufficient strength to receive at its centre and to
support the after end of the upper central (or midships) keel which is built to it
and which runs thence in a straight line towards the stern to a given point to be

page_text: .
determined according to the class of vessel being built, and then curves down-
wards to the point marked D in Drawings, at which point it joins the stern and
is built thereto.
The outer ribbing from the keels A and B is such as is required for a ship of
given proportions, and of a given size and strength of build.
The ribs between the lower keels A and B and the centre keel C are so arranged
and built as to give the water an uninterrupted run or sweep from the bow aft
throughout the length of ship, and out between the two stern posts A and B.
The ship's draught of water will, with or without ballast or cargo, always be
such that the centre keel will rest in or on the water. In the case of a vessel of
this construction propelled by screws, as illustrated by the Drawings, Figures 1,
2, 3, 4, 5, and 6, the flow of water through the length of the vessel and out
between the stern posts, gives the screws a greater power than they otherwise would
have.
Further, the Invention includes in addition to the ribs before referred to, ribs C₁,
Figure 3, built to the centre keel C and running out on each side of it horizontally,
until they reach the line of the outer ribs built from the two lower keels A and B,
and their curving upwards and running side by side with and parallel to such
outer ribs. Beneath such ribs built to the centre keel, as aforesaid, and between
them and the outer ribs of the vessel built to the keels A and B, may be formed
compartments H, H, of great strength and utility, as watertight bulkheads or
otherwise. The ribs C' to be built to the centre keel, as lastly described, may be
omitted wholly or partly if thought fit in any particular case, or may be used in
combination with or have for substitutes transverse girders joining the outer ribs
of the vessel built to the keels A and B and the centre keel, and running parallel
to the transverse girder attached to the sternpost as before mentioned.
The masting, rig, engine, or other motive power and interior arrangements of a
vessel of the above construction may be determined at the discretion of the
builder.
I call a ship constructed according to my Invention, "the equipoise" or "tri-
keeled torpedo gun ship or gun boat."
As designed for a war ship, the ship's broadside circular elevation is such as to
render the most considerable midships section impervious to the impact of shot,
and with her upper sectional transverse water tight bulkheads, and her two lower
eccentric double bottoms being longitudinally and transversely divided with water
tight bulkheads, together with the upper bottom forming the grand sectional area
of the ship's hull being also divided into given sectional compartments by transverse
watertight bulkheads, will in conjunction with the lower bottoms render the ship
comparatively unsinkable, and therefore acting as a "life ship."
In the construction of the " equipoise," whether intended for a war ship,
passenger, or other vessel, I lay down three keels, two lower keels and one upper
keel, placed at the required angle and running in parallel lines, and respectively
marked, as before described, in Drawings A, C, B; A, the port keel, and B, the
starboard keel; these keels must be laid down at a given distance apart, as
required, on an evenly prepared surface. A and B keels will run in straight lines
parallel (from the ends or points at which the stern posts are to be erected) towards
the stem or bow, and when at the required distance to form the bow curve inwards
to the point D, and meeting together where the stem is erected and built thereto,
the two keels A and B thus forming one bow. And, again, be it fully understood
that where the two lower keels meet to a point marked D, the stem is erected and
built thereto.
The inner lower part of the stem is so built or formed as to receive the curved
end of the centre keel and built thereto, thereby one single stem will receive three
distinct keels, and these keels with a beautiful curve will form what I may call a
perfect bow. The two lower keels being laid, the builder may proceed to erect two
stern posts, one on the starboard keel, the other on the port keel, at given required
distances inboard, and at the outer or extreme after ends of the two keels are

page_text: erected two outer or rudder posts, starboard and port. The space between the
outer and inner posts should be of sufficient distance apart as to admit of, say, two
four bladed screws, viz., one screw working between the starboard sternpost and
the starboard rudder post, and the other screw working between the port sternpost
and the outer screw rudder post. These posts should be erected and built in the
usual manner known to shipbuilders.
The inner and outer sternposts should be of double thickness inboard in line of
keel, to receive and support the inner and outer stern transverse girders.
The inner portion of the outer sternpost is carried up to a given required height
to receive and have built thereto the after transverse girder. The outer portion of
the rudder post is carried up or run up to the required height of the hull, and these
posts are connected by the outer transverse stern girder resting on the inner
portion of the rudder posts, which should be of double thickness in board or in
line of keel, and the double thickness must extend upwards inboard to the required
height, to receive, support, and have built thereto the stern girder which must be
of sufficient strength for the required dimension of ship to receive the after portion
of the midship keel resting on its centre. The lower part of the centre keel should
be in line with lower part of the transverse girder, to allow of the water having a
clean out run aft; to effect this the midship keel takes a direct sharp curve
upwards over and downwards at the after inner transverse girder, so that the
lower part of the midship keel shall be in line with lower part of transverse girder
on both sides, and the midship keel then runs straight aft in continuation to the
midships of the transverse outer stern girder, where it will take the same curves as
before, viz., sharp upwards, over, and downwards to where the lower part of keel
is in line with the two lower parts of the centres of the two stern girders. From
the outer centre part of the aftermost stern girder the midship keel will take a
curve outwards and upwards to form the required curve of stern. Where the
centre keel rests on the centre of the girders, there the girders are higher, i.e., of
greater depth by the girders on the upper part, taking a curve upwards from the
outer ends or parts resting on the sternposts towards the centre, so that the two
stern girders shall be of sufficient depth to admit of a portion of the upper centre
parts being hollowed out, without in any way weakening the girders to the required
depth to receive and retain in position the after curved end of the midship keel in
permanent position on the centres of the two aftermost stern girders, where it
will be built thereto, and from whence the keel will take a curve outwards and
upwards from the centre of the outer stern girder, to form the extreme outer
midship curve of stern. To complete the curve of the stern and quarters, the
transverse stern post girders will, at the outer sides of the stern posts, take a curve
outwards and upwards to form the quarters, and in conjunction with the after
curved end of centre keel will form a beautiful rounded stern.
The lower end or bottom of the stem D is thicker inboard, and shaped to a
given angle so as to receive and be equal to retain, and have built thereto the
extreme curved fore end of the centre keel. Thus the centre keel will form its
position on the angular part of the inner lower part or keel of fore foot of stem,
take a curve upwards inboard to a given height and distance towards the stern,
and in conjunction with the two outer lower keels will run in a straight line aft,
at a given angle parallel to the two lower keels through the length of the ship, to
a given required distance aft, where it will take a sheer or curve upwards to the
stern girders, where it will be built thereto, as before herein described.
The ribbing and plating are as required for a ship of a given strength of build
from the outer keels, to form when stem on or broadside on the appearance of an
ordinary steamship or vessel of war, with curved or circular sides extending fore
and aft to a given distance, gradually diminishing until merging into the bow and
stern. The midship upper curved outer longitudinal section of the ship's hull will
form, say, almost a complete quarter circle, so that a portion only of it will be
above the water line with the greater curve below, so that in healing when under
canvas, or by the use and fall of a wave, her sides are more or less exposed, she

page_text: 1
will still present a given portion only of a section of a circle, so that at her most
vital parts she will not, as applied to a war ship, present any actual flat surface to
the impact of the shot likely to endanger her power of flotation or buoyancy, but
must glance or ricochet over her most vital parts, if they strike even the water line,
especially as the centre of gravity of most conical shot is rather aft than forward, 5
and this immensely reduces the chances of her being penetrated by even the
heaviest guns yet introduced.
For a war ship the whole of her midship section may be plated with the most
approved compressed steel plates to resist the shots' impact. From the inner part
of the two lower keels the ribs should curve inwards at the sternposts and upwards
to the centre keel, and at a required given distance the ribs will gradually
straighten, and when approaching the centre of the ship the midship inner section
will then take curve outwards and upwards to a given distance towards the bow,
and when at the curve of keels gradually straighten up, becoming more straight as
they approach the inner part of stem, so as when plated to give the water a clear
clean run or sweep from under and right aft through the length of the ship beneath
the upper keel and between the two lower keels.
c
The ship's draught without ballast or cargo should always be such as to admit
of the centre keel resting in or on the water, i.e., touching the water so as never to
be out of water. Having ribbed the centre keel to the two lower keels and built
up the outer ribs of the out lower keels to the required height of the ship's hull,
then in same manner rib from centre keel as in ordinary ship building, i.e., let
the centre keel's outer ribs be carried or run flat and evenly out to meet the lower
keel's outer ribs, where the centre keel ribs and outer keel ribs will run up evenly
side by side.
By this means I have a complete inner bottom formed from the centre keel with
two lower bottoms of unusual or eccentric formation, formed by three distinct
kcels to offer that resistance to the action of the waves as to admit of the ship
always being as it were on an even keel.
The ribbing and plating throughout the length of the ship should be as required
for a ship requiring a given strength of build from the outer keels to form when
stem on or broad-side on the appearance of an ordinary steamship or vessel, but
with curved or circular sides to a given length amidships, and to a given distance
above and below the water line.
The perpendicular sides of the ship are carried up to a given number of feet
above the outer circle as required, the ribbing runs straight or flat from the centre
keel side by side with the outer ribs to a given distance, when they will curve and
run up perpendicularly to meet the upper part of the inboard curve of hull, and be
carried straight up above to the required height to form the upper perpendicular
sides of the ship.
When the entire ribbing is completed and all the transverse beams fixed and
built to the ribs and plated, "the equipoise" broadside on will look like an ordinary
ship, but with curved sides extending along the water line of her midship sections;
this will be evident from the view given of her at Figure 12.
The cross or transverse beams for the decks to be built on are fixed in the usual
manner.
The hurricane deck and turrets must be built according to the class of ship
:required, and the masting rig, engine power, and interior arrangements according
to circumstances.
The two lower bottoms can have as many watertight-compartments as may be
thought advisable.
The engine-room bulkheads should be made thoroughly water tight. From the
transverse girder of the stern post upwards at a given distance from the stem on
the centre keel an inner stem is erected from which a bulkhead or inner bow of
great strength is built, and immediately beneath bulkheads across the lower bottom
are built.
The "equipoise," whether intended for use as a war ship or otherwise, may be

page_text: masted and rigged as a sailing ship, so as if necessary to be independant of her
engines.
As applied to a war ship constructed according to my Invention, a steady
platform for guns is provided, and as applied to passenger vessels or for cattle
carrying vessels rolling and pitching is to a great extent prevented, or at any rate
materially reduced.
Having now described the nature of my said Invention and in what manner
the same is to be performed, I declare that I am aware it has been proposed to
build ships with two or more keels, it has also been proposed to build them from
the bow to the waist midship portion of one body, and then dividing the after or
stern portion of the ship into separating portions; my Invention does not interfere
with either of these arrangements or plans. I am also aware that it has been
proposed to give to a ship a concave bottom and an arched passage or passages
along the ship for the passage of water, and for the propellers to be there placed.
I wish it therefore to be understood that I lay no claim whatever to any such
arrangement of ship, except as hereafter claimed; but I claim,-
First. In a ship or vessel, the employment of two outer keels mainly parallel
with one another and an intermediate central keel, each keel extending from end
to end of the ship, & the central keel C at the stern end being higher than the
side keels A and B, but the said central keel C gradually sloping towards and
terminating in a point at or near the stem or bow common to the three keels A, B,
and C, substantially as and for the purposes set forth, together with any mere
modifications thereof, one modification of which is that the central keel C shall or
may run in a line with the two side keels a certain distance forwards, and then
gradually slope to the stem or bow.
Second. In a ship or vessel having three keels, the combination there with of a
transverse girder, or it may be girders for supporting the after end of the midships
or central keel marked C, together with the interior ribs from centre keel, all
substantially as set forth.
Third. In a ship or vessel, the combination there with of three keels, substantially
as set forth, in such manner that an uninterrupted run or sweep from the stem or
bow to the after part and throughout the length of the ship and between the two
stern posts is obtained, substantially as and for the purposes set forth.
Fourth. In a ship or vessel having three keels, the formation of the bottom or
surface thereof which is water borne being of a double concave as distinguished
from a convex form, the two concave portions meeting at the central keel marked C,
that is, the midship keel will from its central position on the aftermost sternpost's
stern girder run through a given length of the ship at a given required angle to
the two lower parallel keels towards the stem, and when at the required distance
to form the bow take a curve downwards to the inner lower part of them, that is,
to the inner part of the forefoot of stem, thus in conjunction with the two lower
curved keels meeting at a given point of the curve of the centre keel and so
forming one bow, and thus give a clear clean water way or run throughout the
length of ship, all substantially as herein before described and illustrated with
reference to the accompanying Drawings.
In witness whereof, I, the said Alexander Milburn Wellington Samson, have
hereunto set my hand and seal, this Twenty second day of February, in
the year of our Lord One thousand eight hundred and eighty two.