IMPROVEMENTS IN SHIPS OF WAB, PARTLY APPLICABLE TO SHIPS DESIGNED FOR THE MERCHANT SERVICE
Year: 1865

page_text: LETTERS PATENT to George Haseltine, of the "International Patent
Office,” No. 12, Southampton Buildings, Chancery Lane, in the County
of Middlesex, Civil Engineer, for the Invention of "IMPROVEMENTS IN
SHIPS OF WAB, PARTLY APPLICABLE TO SHIPS DESIGNED FOR THE MERCHANT
SERVICE." A communication from abroad by Augustus Walker, of
Buffalo, State of New York, United States of America.
"
of Middlesex, Civil Engineer, for the Invention of "IMPROVEMENTS IN
SHIPS OF WAB, PARTLY APPLICABLE TO SHIPS DESIGNED FOR THE MERCHANT
SERVICE." A communication from abroad by Augustus Walker, . of
Buffalo, State of New York, United States of America.
Sealed the 25th July 1865, and dated the 23rd February 1865.
PROVISIONAL SPECIFICATION left by the said George Haseltine at the
Office of the Commissioners of Patents, with his Petition, on the 23rd
February 1865.
I, GEORGE HASELTINE, of the "International Patent Office," No. 12,
Southampton Buildings, Chancery Lane, in the County of Middlesex, Civil
Engineer, do hereby declare the nature of the said Invention for "IMPROVE-
MENTS IN SHIPS OF WAR, PARTLY APPLICABLE TO SHIPS DESIGNED FOR THE MERCHANT
SERVICE," a communication, to be as follows:-
The first part of said Invention consists in giving increased strength and
firmness to war and merchant ships by means of one or more frames running
lengthwise of the ship, preferably composed of two arches in reversed positions
united by truss work, each terminating near the ends of the ship, in connection
with one or more similar frames running crosswise. These frames may be
used separately however when desired. By means of these frames the greatest
strength is given to ships by the least addition of weight.

page_text: The second part of said Invention consists in forming the bottom of war
and other ships with a concavity on either side of a central keel, outside of
which concavities is a straight and nearly horizontal surface.
The third part of said Invention consists in giving strength and rigidity to
an iron or steel prow for war ships by means of horizontal and vertical arches.
An arch is also introduced when the ship is designed to be used as a ram
extending from the extreme bow longitudinally about one-fourth the length of
the ship. This arch forms a part of the exterior of the prow, which may be
supported on its interior in any suitable manner.
The fourth part of said Invention consists in protecting ships from shot
and shell by means of a metallic armour consisting of two straight layers of
plate with a corrugated plate between, the corrugations being completely filled
up with india-rubber, or other elastic or yielding material. This mode of con-
structing an elastic armour obviates the chief objections heretofore experienced
in applying the same to the protection of ships.
The fifth part of said Invention consists in constructing shot-proof turrets,
either revolving or stationary, or part revolving and part stationary, the same
being supported upon or within a casing in the form of a circular arch.
Either the lower or upper part may be made to revolve independently, and the
parts constructed separately may be easily connected at any time by means of
screw bolts.
The sixth part of said Invention consists in ventilating the turret and other
parts of the ship by means of curved-tubes extending from either side of the
ship to the casing or to the lower part of the ship, air being admitted to the
turret through apertures formed on a level with the inner ends of the tubes,
which terminate in the casing. Tubes may also be employed converging from
other directions. I preferably make these tubes narrower at their outer ends
and square 'and larger at their inner ends, to create a draft, and at the same
time prevent the entrance of water.
The seventh part of said Invention consists in employing one or more domed
pilot houses for a war ship, so-constructed as to slide up and down in the deck
in any convenient manner, these turrets forming the only entrance to the
interior of the ship.
Ships constructed according to said Invention are light, strong, and
ilurable. The deck is raised around the turret to protect the latter, and
every part of the ship presents a slanting surface to the shot and shell of the
enemy.
.1

page_text: SPECIFICATION in pursnance of the conditions of the Letters Patent, filed
by the said George Haseltine in the Great Seal Patent Office on the
23rd August 1865.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, GEORGE:
HASELTINE, of the "International Patent Office," No. 12, Southampton Build-
ings, 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-third day of February, in the year of our Lord
One thousand eight hundred and sixty-five, in the twenty-eighth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me, the
said George Haseltine, Her special licence that I, the said George
Haseltine, my executors, administrators, and assigns, or such others that I, the
said George Haseltine, my executors, administrators, and assigns, should ȧt
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 Kingdom of Great Britain and
Ireland, the Channel Islands, and Isle of Man, an Invention for "IMPROVз-
MENTS IN SHIPS OF WAR, PARTLY APPLICABLE TO SHIPS DESIGNED POR THE MERCHANT
SERVICE," a communication,, upon the. condition (amongst others) that I, the
said George Haseltine, my executors or administrators by an instrument in
writing under my, or their, or one of their hands and seals, 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 George Haseltine, do hereby declare
the nature of the said Invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement, reference being had to the accompanying Drawings making a part
of this Specification.
Said Invention relates chiefly, first, to the peculiar form of ship bottoms.
Second, to the employment of one or more arches or truss frames-for the
purpose of giving increased strength to the hull. of ships.
Third, to the means employed for giving strength end rigidity to the prow
of ships of war.
Fourth, to a novel armour for protecting ships of war from shot and shell.
Fifth, to the novel construction of revolving or stationary shot-proof turrets.
for war ships.

page_text: DESCRIPTION OF THE DRAWINGS.
Figure 1 is a side view of a ship constructed according to my Invention;
Figure 2 is a stern view; and Figure 3 plan of the same; Figure 4 is a
central longitudinal section of said ship; Figure 5 is a transverse section on
the line 1, 1; Figure 6 is a transverse section drawn to an enlarged scale;
Figure 7 is a transverse section on the line 2, 2, also drawn to an enlarged
scale. Like letters of reference indicate corresponding parts in each of the
Figures.
A, A, A, A, A, represent parts of the framing of the ship. The bottom B
is made in the form clearly illustrated in Figure 5, having a central keel C,
on each side of which is a concavity c, c, and on each side of the concavity a
straight and nearly horizontal surface b, b, from near the stern to near the
stem throughout the ship. D, D¹, are respectively an inverted arch and a
direct arch terminating at each end at the king posts A2, A3, and extending
vertically from the deck beams to the keelson C. The arches D, D¹, and
the vertical frames A near the longitudinal centre of the vessel, are tightly
bound together by metallic rods d, d, so that the whole will constitute truss
frames of the greatest possible strength and rigidity, adapting the vessel to
be sustained by her centre or ends without injury. Similar frames may be
inserted crosswise when desired to give great strength to the sides of the
ship. D2 represents an additional arch extending from one of the central
frames A to the extreme bow, and enclosing and sustaining a prow D³, con-
structed of iron or steel, arched both vertically and horizontally, so as to give
it great strength. The form of the outline of the prow in its vertical section
is shewn in Figure 4; in its horizontal section it follows round from the stem
in contact with the skin of the vessel, terminating at the longitudinal centre
in front of one of the stanchions A aforesaid. To adapt it to résist a crushing
strain, and at the same time avoid unnecessary weight, the interior of the
prow is filled with timber.
This peculiar construction of prow does not
interfere in any manner with the correct lines of the ship, or change its
external form.
For naval purposes the entire deck and sides of the ship
(above and to the required distance below the water line) are protected by
metallic armour of peculiar construction. It consists of two straight plates
F, F, Figure 7, with a corrugated plate F* between them. The corrugations
in plate Fs are filled with india-rubber or any elastic material. This peculiar

page_text: construction of armour is adapted by its yielding nature to resist projectiles
very effectually, and hence is not required to be of great strength. G, G',
represent a shot-proof turret supported upon or within a casing H, within
which the guns are mounted. The top of the turret may be adapted to
revolve, or it may be stationary and permanently secured to the casing or
foundation H, and pierced with ports at suitable distances, or it may be
attached to the gun carriage. The entire turret or floor upon which the guns
are mounted may be revolved within the casing H. I prefer to construct the
turret in two parts, the lower part G₁ constituting the gun carriage, and being
formed of open framework. This gun carriage is supported in circular
ways g', g', of any suitable form, and may rest upon a number of balls in
the customary manner to facilitate its free rotation; the upper and external
part G of the turret being separate from the gun carriage may under ordinary
circumstances remain stationary while the latter revolves. The dome or top G
may be supported on independent ways to permit its rotation, when necessary,
independent of the gun carriage, or it may be at any time connected with the
gun carriage by bolts, pawls, or any other suitable device, so as to adapt them
to be revolved together. By thus adapting the dome to be revolved it may
be turned, whenever needful, to present a strong and uninjured surface in the
event of any part being injured by an enemy's shot. The casing H consists
essentially of a circular arch h, as shown in Figure 6, giving it great strength
both vertically and horizontally, which arch may be surmounted by a rebate h¹
to support the revolving parts. This structure affords very firm support to
the turret, and together with the peculiar construction and arrangement of
deck shown in Figures 4 and 6, effectually protects it from any injury from
an enemy's shot, which would endanger its free rotation. The ventilation of
the turret is provided for by the tubes I, I, constituting at their outer ends
mere slits of about two inches in vertical width and two feet in length. These
tubes extend inward and upward in curved form and inclined direction to the
interior of the casing H, where they may be 12 inches square. 9, 9, 9,
represent a series of apertures in the turret which communicate with the inner
ends of the tubes I in such a manner as to permit the ingress of fresh air in
any position of the turret. Any requisite number of the tubes I may be
employed converging from both sides forward and abaft the turret, as well as
directly alongside thereof. The form and inclination of the tubes prevent the
possibility of shot or water entering, and adapt them to create a forcible and
constant draft of air. The top of the turret is dome-shaped, and the whole
upper deck is of convex form, and the sides are inclined inward, so that no
part of the ship above the water line presents a perpendicular surface to

page_text: receive the direct impact of an enemy's shot. I', I, are ventilating tubes for
admitting light and air to the cabins and hold. The tubes I' incline upward
from the outside, and under ordinary circumstances will in this way be pro-
tected from the entrance of water. The tubes 12, by which the cabins and
state rooms are ventilated, may be closed by shot-proof caps to exclude
water and projectiles in rough weather or when in action. J, J, represent
sliding stanchions which while the vessel is under weigh may project above
the upper deck, but while in action are lowered to the position shown in
Figure 7, and thus constitute plugs which close the tubes I¹, I. A life line
or chain rove through eyes or rings at the top of the stanchions serves as a
rail or guard while they are in their upper positions. The tubes 11, 12, are
also inclined sternward as they pass inboard, so as to cause a more free ingress
of air when the ship is in motion. K, K, represent dome-topped pilot houses
adapted to slide up and down in the upper deck, constituting the only way of
access below decks while the vessel is under weigh, the said pilot houses being
raised to their upper positions by stationary screws or windlasses L, or in such
other manner as may seem best, and there sustained by the screws; or by spring
catches, pawls, or any other suitable means, afford additional means of
ventilation, and a full and free look-out. When in action the pilot houses
are lowered, so that only their convex tops will remain above the deck, and
thus afford no available mark for the enemy's shot. The roofs are pierced
with narrow slits, affording sufficient look-out for steering and other purposes,
and at the same time preventing the entrance of large or small shot.
I am aware that it has before been proposed to strengthen ships' bulls with
longitudinal truss frames located and applied different from mine, and likewise
that various forms of more or less concave bottoms have before been devised,
located at a greater or less distance from the centre of the hull; but I am
not aware that a vessel of any form or for any purpose has before been con-
structed with a vertical_truss frame, arch, or bulkhead extending longitudinally
through the centre of the hull, or that a double concave bottom similar to
mine in form has before been used. The peculiar form of the double concave
bottom consists in its commencing at the top of a central keel extending
upward and outboard, describing an arc c, c, of some 90 degrees, where it
connects with a flat bottom b, b, (with little dead rise), which flat bottom
connects with the second futtock forming the bilge and the upright side;
this constitutes the entire frame of the ship. The concave form extends the
whole length of the keel fore and aft, making the entire bottom from the
connection of the concave form to the turn of the bilge a straight flat surface
athwart ships, as well as fore and aft, which differs from the common mode of

page_text: construction, all of which is substantially set forth and represented in Figures
1, 2, 4, and 5 of the Drawings. This form of double concave bottom is
adapted alike to ocean and inland navigation wherever there is sufficient depth
of water to permit the propeller wheel to work freely below the dead flat of
the bottom. It is equally well adapted to vessels which rely entirely on their
canvas to make speely voyages, the narrow portion of the bottom presenting
but little resistance while running off large or free before the wind, and when
close hauled no form of bottom can ply faster to windward. This form of
bottom presents a more natural set of water lines, both forward and aft, than
the common model, the angles being less abrupt, the result of which is a
greater increase of speed, the most important result being gained by having
a sufficient depth to the propeller, to allow nearly one-half the power to be
applied in solid water below the main displacement, giving great advantage
over the common mode of propulsion, where the whole depth of displacement
is in a line parallel with the lower circumference of the wheel, causing the
propeller to act in a body of water disturbed by the vessel passing through it.
This form of bottom is peculiarly calculated to make the vessel answer her
helm more readily. All the water lines, from the keel upward to the flat
bottom, are nearly straight, giving a free passage to the current throughout
the entire length. The principal advantage in locating the longitudinal arch,
frame, or bulkhead in the centre of the hull is that it affords greater strength
than when otherwise located. It will also be apparent that in keel vessels a
greater vertical depth is afforded for the frame in the centre than elsewhere,
and also that greater strength may be secured by framing the truss or arch
directly into the keel or keelson.
Ships constructed according to my Invention afford ample and well
ventilated apartments for officers immediately below the upper deck, and they
are in every way adapted for purposes of war. The moveable pilot houses are
the only means of ingress to the interior, and when these are lowered, pre-
paratory to action, it is impossible to board these ships, no foothold or place of
entrance being left.
Having thus fully described my Invention, and shown how the same may be
conveniently carried into practice, I claim,-
First, constructing a vessel with one or more longitudinal arches or truss
frames, either with or without transverse arches or frames, applied in a vertical
position to the centre part of the bull, substantially as set forth.
Second, I claim a ship's bottom constructed with a central keel C, two con-
cavities c, c, and two straight and horizontal, or nearly horizontal, surfaces.b, b,

page_text: all extending longitudinally through the length of the vessel, substantially as
shown and described.
Third, I claim the armour for ships of war, substantially as described.
Fourth, I claim the doubly-arched prow or ram D³ constructed and
supported as described.
Fifth, I claim the dome or turret G formed and supported substantially as
shown and described, and adapted to be revolved independently of or in
connection with the gun carriage.
Sixth, I claim the inner turret or gun carriage G¹ constructed separately
from the dome or outer turret G, so as to be revolved either independently or
in connection therewith.
Seventh, I claim the method of ventilating by the construction and
method of insertion of tubes or flues substantially as set forth and described
herein.
Eighth, I claim closing the ventilating tubes 1, 12, by the stanchions J, J,
substantially as described.
Ninth, I claim the casing H constructed with a circular arch for sustaining
the turret G or G₁ substantially as specified.
Tenth, I claim the sliding pilot houses K, K, elevated and sustained
substantially as described.
In witness whereof, I, the said George Haseltine, have hereunto set my
hand and seal, this Seventeenth day of August, in the year of our Lord
One thousand eight hundred and sixty-five.
Witness,
ROWLAND GREEN.
GEORGE HASELTINE. (L.S.)