IMPROVEMENTS IN AND RELATING TO BOATS TO BE PROPELLED BY GAS OR OTHER MOTORS CONTAINED THEREIN, AND IN APPARATUS FOR CONTROLLING OR REGULATING BY THE AID OF ELECTRICITY THE PROPULSION, STEERING, AND OTHER OPERATIONS REQUIRED IN WORKING THE SAME, WHICH APPARATUS IS PARTLY APPLICABLE TO OTHER PURPOSES
Year: 1881

page_text: ETTERS PATENT to William Robert Lake, of the Firm of Haseltine, Lake,
& Co., Patent Agents, Southampton Buildings, London, for an Invention of
IMPROVEMENTS IN AND RELATING TO BOATS TO BE PROPELLED BY GAS
OR OTHER MOTORS CONTAINED THEREIN, AND IN APPARATUS FOR CONTROLLING
OR REGULATING BY THE AID OF ELECTRICITY THE PROPULSION, STEERING,
AND OTHER OPERATIONS REQUIRED IN WORKING THE SAME, WHICH APPARATUS
IS PARTLY APPLICABLE TO OTHER PURPOSES." A communication from abroad
by John Louis Lay, of Paris, France.
PROVISIONAL SPECIFICATION left by the said William Robert Lake at
the Office of the Commissioners of Patents on the 3rd November 1881.
WILLIAM ROBERT LAKE, of the Firm of Haseltine, Lake, & Co., Patent Agents,
Southampton Buildings, London. "IMPROVEMENTS IN AND RELATING TO BOATS
TO BE PROPELLED BY GAS OR OTHER MOTORS CONTAINED THEREIN, AND IN
APPARATUS FOR CONTROLLING OR REGULATING BY THE AID OF ELECTRICITY
THE PROPULSION, STEERING, AND OTHER OPERATIONS REQUIRED. IN WORKING
THE SAME, WHICH APPARATUS IS PARTLY APPLICABLE FOR OTHER PURPOSES."
[A communication from abroad by John Louis Lay, of Paris, France.]
This Invention relates to improvements in boats and in apparatus whereby the
operation of a steam or gas engine or similar motor may be controlled or regulated
by an operator stationed at any distance from the same, and is chiefly designed to
afford the means whereby a boat propelled by a gas engine or other fluid motor
may be kept fully under the control or management of an operator at a station on
land or on another vessel.
The said apparatus may be advantageously applied to and used in connection
with a boat to enable the same to carry or pay out a line or cable from the shore
or other station to a wreck or vessel in distress, or may be applied to a boat
designed to run for other purposes between the shore and a ship or vessel near the
same, or from one vessel to another.
Boats carrying within them propelling and other machinery, controlled by an
operator outside of and distant from the boat by electrical currents transmitted
T

page_text: through a cable payed out from the boat, have been described in the Specifications
of former Letters Patent, but in all those of which I have had any experience the
various parts of the apparatus, that is to say, the separate devices for controlling
the starting, steering, stopping, and other operations have been actuated by
electrical currents through the agency of separate electro-magnets arranged in
connection with each part or device to be operated or adjusted, such electro
magnets being provided or connected with relays, shunts, switches, or the like,
properly constructed and arranged to direct or change the direction of the currents
at the will of the operator, to start, steer, stop, or otherwise work the boat; but
by my present Invention I have sought as the main object thereof to provide
apparatus, which when placed in a boat for life saving or other purposes will allow
the various operations of starting, steering, stopping, signalling, throwing out
rockets or lines, and similar operations to be all effected by the operator at the
station by currents sent through the cable to one magnet or set of magnets
arranged in connection with the distributing valve of the steering cylinder.
The hull of the boat is divided into air-tight bulkheads.
"
For driving the propeller or propellers I prefer to use engines actuated by
carbonic acid gas, which is contained in a suitable reservoir. This reservoir com-
municates by means of a pipe with a heater, into which the gas passes from the
said reservoir to be heated and rarefied as follows, that is to say:-The said heater
is provided with tubes open at both ends to the heater chamber. Within one or
more of these tubes I place a composition, such as port fire," which will burn
slowly without necessitating a supply of air or oxygen thereto to support combus-
-tion. This combustible-material-or-composition-is-adapted-to-be-ignited-by-
percussion or in any other suitable manner as the boat commences to move.
may employ for this purpose a small cylinder, whose piston is actuated by the
pressure of gas to break a vial containing some substance which will ignite the
port fire."
To permit the products of combustion to escape from the heater-
chamber I employ a pipe which opens into the said chamber, and communicates
with the exterior of the boat. If desired the said pipe may also be utilized for the
exhaust of the engines, or this exhaust may be provided for in any other convenient
"
manner.
I
I will now proceed to describe the method in which I store or arrange in the
boat the line or cable which is to be payed out as the boat progresses through the
water. For this purpose I secure within the hull of the boat a box or casing
formed of sheet iron or other suitable metal, and containing the line or cable, which
is wound or coiled in the following manner, that is to say-I employ a taper,
elliptical or approximately elliptical, mandrel, or core, upon which to wind the said
line or cable, and commence the winding of the same from the upper part of the
said mandrel downward. As soon however as the said mandrel is covered by one
coil of the line or cable from top to bottom, that is to say, when the bottom of the
coil is reached, instead of commencing the second or next succeeding coil at
the bottom and continuing to wind the same in an upward direction to the top
of the mandrel or core, I carry the said line upward vertically or directly, or straight
from the bottom to the top of the first coil, and then proceed to again coil the line
around the mandrel downward and over the first coil. When the second coil is
completed the line or cable is again carried straight up, and then the third coil or
layer of line is wound or coiled downward over the second coil, and the above
described operations are repeated until sufficient line or cable has been wound or
coiled upon the mandrel, when the latter is removed, so that the paying out of the
cable or line may be commenced at the centre of the coil, and proceed always in a
downward direction from the centre to the exterior of the same. The object of the
above described method of winding or coiling the line or cable is to ensure its
being all payed out from the top to the bottom of the coil, thus preventing any
possibility of the collapsing or falling inward to which the coil is liable when
payed out alternately upward and downward, or from the top to the bottom and
from the bottom to the top of the same. By arranging the said coil vertically, as

page_text: above described, I am enabled to dispense with an inclined paying out tube, and
consequently to considerably reduce the length of the boat. At the sides of the
chamber in which the coil of the cable is placed, I form air chambers to increase
the buoyancy of the boat. The said chambers are so constructed that air cannot
escape therefroin or water enter the same. I forin the said chambers integral with
the body or hull of the boat.
The rudder is attached to a rudder stock or post. The latter has a lever or arm,
upon which a spring acts with a tendency to constantly return the rudder to and
hold it in a central position after it has been turned to starboard or port by the
movement of the piston of the steering cylinder, which piston is united to an arm
on the rudder stock by a connecting rod. Instead of the said spring I may use a
compressed air apparatus for centreing the rudder.
The movements of the said piston, in addition to turning the rudder-stock to
starboard or port, also serve to effect the starting and stopping of the boat and the
control of various other parts of my improved apparatus, that is to say, the forward
end of the said piston-rod is provided with a cross-head which slides in suitable
guides or ways supported on the bed or base-plate. To this cross-head I hinge or
pivot a pawl, which is pressed down by a spring into engagement with teeth
formed on a dise. This disc is fixed upon a shaft, to which is keyed or otherwise
secured a weighted lever. Upon the said shaft an arm is loosely fitted, which arm
is arranged to be engaged and moved by pins upon the disc. The said arm is con-
nected by a link with the stem of a slide-valve, which I hereafter term the
vertical valve, and which is enclosed in a valve-chest, and works over ports therein
for the purposes hereinafter described. To hold the said toothed disc, that is to
say, to prevent its backward movement after the same has been turned forward by
the pawl, I employ a second pawl which is forced into engagement with teeth on
the said disc by a spring. This second pawl is adapted however to be disengaged
from the said teeth by an arm attached to the piston rod, so that in the backward
movement of the piston the weight on the lever may return the disc to its normal
position.
It is very essential in dispatching my boat from the shore or other station by
day or by night that the operator at the key-board should know the exact position
of the boat during its passage through the water. For this purpose I pivot to the
hull of the vessel a guide-rod or pair of guide-rods, connected by a wire or otherwise
in such a manner that they move together when being raised or lowered. Prior to
the starting of the boat the said rods rest on the hull of the same, but when a full
supply of gas is admitted to the propelling engines the said rods will be raised by
the following means, that is to say --To the spindle or pivot of the forward rod I
attach an arm, which, prior to the starting of the boat, is held by the stem or rod of
a piston which moves within a small cylinder. When gas is admitted to the motor-
engines it also enters by a small branch pipe the said small cylinder, and forces the
piston and its stem or rod inward or away from the arm of the guide rod, so as to
release the arm and permit a spring to draw the same downward, and consequently
elevate the guide-rods. At night these guide-rods are provided with a lamp or
torch.
The bow of the boat may carry a fuse or rocket to be ignited at the will of the
operator for signalling or other purposes by electricity generated by a battery in
the boat when the circuit is closed. For this purpose a lever or arm connected
with one terminal of a wire from one pole of the said battery is brought into
contact with a spring, which when depressed closes the circuit between the said
terminal and the terminal connected with the opposite pole of the said battery.
The said fuse or rocket may be contained in and discharged from a tube which
is closed or sealed previous to the discharge by a light capsule or cover of any
material that is impervious to water. In some cases this tube is inclined in a
forward direction, and I attach to the rocket a line, so than when the boat has
reached the end of its course or run, the said rocket may be fired and the line
projected over the vessel in distress.

page_text: To enable the operator at the shore or other station to readily start the boat
and to control the movement and guiding or steering of the same, and to know the
relative positions of the various parts of the mechanism therein throughout the
run or course of the boat, I employ a keyboard provided with novel devices as
herein described. This keyboard is in the circuit of a battery or other generator
of electricity at the station, and is constructed as follows, that is to say-On the
face of its box or case I arrange a crank-handle mounted upon a shaft; this shaft
carries a pole-changer properly arranged to effect or permit the reversal of the
currents sent from the battory or other generator of electricity at the station and
through the line or cable. As I prefer to employ a cable having only one wire or
conductor, I arrange in combination with the electro-magnets in the boat a suitable
shunt or switch. This shunt or switch is placed adjacent to the said electro-
magnets, and is designed to ensure the passage of a positive current of electricity
through one of the said magnets, and a negative current through the other magnet,
so that by the movement of the said pole-changer either of the said magnets may
be caused to attract its armature at the will of the operator at the keyboard. On
the shaft of the aforesaid keyboard I also fix a disc, provided with pins on opposite
sides of an arm which is fitted loosely upon the said shaft and carries a spring-
pawl. The latter is arranged to engage with a disc provided with two series of
teeth. This disc is fixed upon a second shaft, or spindle, to which is attached an
arm connected by a spring with a post. This spring tends to return the said dise
to its normal position after it has been turned forward by the said pawl and when
released by the tooth of a vibrating arm, which tooth is held in engagement with
-the-teeth-of-the-disc-by-a-spring, also attached to the said post. To effect the
proper engagement of the said spring-pawl with the disc-teeth, I arrange the said
pawl to slide within a socket on the end of the aforesaid loose arm, and place in
the socket beneath the said pawl a spring which tends to constantly force the said
pawl outward, and I provide the opposite sides of the said pawl with pins or
projections which travel in slots in the said socket and prevent the disarrangement
or displacement of the said pawl. One of these pins or projections is arranged to
move in contact with a cam consisting of concave surfaces on a plate. One of
these surfaces serves to prevent the engagement of the pawl with any but the
right tooth of the disc in the working of the apparatus, as hereinafter described.
To effect the disengagement of the tooth of the vibrating arın from the teeth of
the disc, I mount loosely upon the handle shaft an arm which is provided with a
stud. With this stud a pin attached to the said shaft comes in contact when the
handle is turned in one direction, and while the movement of the same is continued
the said arm is caused to turn also and to act at its upper end upon a projection
on, the vibrating arm and throw its tooth out of engagement with the disc-teeth.
An index or pointer attached to the said second shaft, or otherwise arranged,
denotes upon a dial the number of times the aforesaid handle or crank is conse-
cutively moved in one direction, so that the operator may not through forgetfulness
make any mistake in working the boat. These consecutive movements of the
handle in one direction cause and correspond with the movements of the apparatus
on board the boat for controlling the stopping of the same and performing other
operations.
The most important and novel feature of my Invention consists in the
combination with the steering apparatus of mechanism whereby the working of
the whole of the apparatus in the boat is controlled through the medium of the
steering cylinder by the operator at the station, and I will now proceed to describe
in what manner this result is attained.
The movement of the rudder to starboard or port is effected by the operator in
turning the handle of the key board to the left or right of its central position.
Supposing the boat to be at rest, but ready to start, the parts of the apparatus in
the boat are in the following position:-The piston of the steering cylinder is
central or equidistant from the two ends of the same, and the slide-valve of the
said cylinder occupies a central position within its chest and covers the admission

page_text: ports communicating with the two ends of the said cylinder. Prior to starting the
boat a cock is opened which allows gas to pass through suitable pressure-reducing
valves into a branch pipe, which communicates with the valv-echest of the steering
cylinder, but the passage of gas to the heater and thence to the motor-engines is
prevented by a throttle-valve, which at the time of starting the boat is closed.
Now if it is desired to start the boat, the operator at the key board turns the
crank-handle once, say, to starboard, and at the same time by means of the pole-
changer closes the circuit from the battery on the shore or other station, and sends
a current of electricity through the cable or line to the shunt, which directs the
current through one of the electro-magnets adjacent to the steering cylinder. The
armature of the said magnet is thus attracted and drawn down, and through
suitable levers transmits motion to the slide-valve of the steering cylinder in such
a manner that the latter uncovers the rear port, and thus permits the passage of
gas therethrough to the rear end of the steering cylinder; the piston is thereby
moved from its central position to the forward end of the said cylinder; the
aforesaid pawl participates in this movement of the piston and turns the disc the
distance of one tooth. This movement of the disc does not however affect
the position of the vertical slide valve, which is operated to stop the motor-engines.
At the time that the gas enters the steering cylinder it also passes into a pipe,
which communicates with a box or case containing an auxiliary throttle-valve, and
opens the latter to permit gas to flow to the motor engines so as to start the samo
at a slow speed. When the operator returns the handle of the keyboard to its
normal or central position the circuit will be again broken, and the armatures of
the electro magnets will, under the influence of a suitable spring or springs, return
the valve of the steering cylinder to its central position, so as to stop the entrance
of gas to the said cylinder and open the exhaust. When the piston is thus relieved
of pressure the force exerted by the rudder-spring upon the arm of the rudder-
stock will return the rudder and the piston of the steering cylinder to their norinal
or central positions. The pawl connected with the piston-rod will thus be drawn
back, but the return or backward movement of the disc actuated thereby will be
prevented by the second pawl, so that the first pawl will engage with the second
tooth of the said disc when the rudder is again moved to starboard by the
movement of the piston towards the front end of the steering cylinder.
In order to admit the full supply of gas to the engines after they have thus been
started at a slow speed, the operator at the keyboard turns the crank-handle to
port, the pole-changer is revolved in a direction opposite to that of its movement
when the crank-handle is turned to starboard, and a current of opposite polarity is
sent through the cable to the shunt and into the other magnet, so that through its
armature and the series of levers above described, the slide-valve of the steering
cylinder will be moved to uncover the forward port and admit gas to the forward
end of the steering cylinder to force the piston to the rear end of the same. The
second pawl will be thereby disengaged from the teeth of the disc, thus permitting
the said disc to return to its normal position. When the piston is thus forced
back the gas in the cylinder behind said piston is exhausted. While the said port
is open gas passes from the cylinder through a pipe communicating with the
forward end of the same to the main throttle-valve, so as to open the latter and
permit the gas to flow from the reservoir to the heater and thence to the motor-
engines, so as to drive the same at full speed. The handle of the keyboard is then
again returned to its normal position, the boat being now under full way.
It is obvious that after starting the boat the operator will have to control or
direct her by means of the rudder.
The steering may be readily effected by turning the crank-handle to starboard
or port.
When it is desired to stop the boat, it is simply necessary to move the aforesaid
crank-handle several consecutive times, so that the steering cylinder piston will
through its pawl turn the aforesaid disc so that one of the pins thereon will come
in contact with and depress the arm or lever, whereby the vertical slide-valve is

page_text: moved to uncover a port, which allows gas to pass to the auxiliary and main
throttle-valves to close them, and thus cut off the supply of gas to the propelling
engines.
If it should be desired to effect the closing of the circuit of the battery in the
boat in order to ignite the fuse or discharge the rocket, the aforesaid crank-handle
of the keyboard must be once more turned, when the steering cylinder piston will
again move forward and its pawl will further turn the toothed disc, so that the
aforesaid arm will be forced further down, and will depress the free end of the
aforesaid terminal spring and bring it into contact with the other terminal or post
and thus close the circuit.
To disengage the toothed disc on the keyboard, and permit the index or pointer
to be returned to its normal position by its spring, so that the said pointer will
properly indicate the position of the parts of the apparatus on the boat, the afore-
said pin on the handle-shaft and an arm provided with a shid are employed.
When the handle is turned, say, to port, the spring-pawl is withdrawn from the
teeth of the disc by contact with one of the aforesaid concave surfaces, and by the
employment of these surfaces of different radius the engagement of the said pawl
with the proper tooth on the disc will be ensured.
By these means any improper movement of the toothed disc is prevented.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Williain Robert Lake in the Great Seal Patent Office on the
3rd May 1882.
WILLIAM ROBERT LAKE, of the Firm of Haseltine, Lake, & Co., Patent Agents,
Southampton Buildings, London. "IMPROVEMENTS IN AND RELATING TO BOATS
TO BE PROPELLED BY GAS OR OTHER MOTORS CONTAINED THEREIN, AND IN
APPARATUS FOR CONTROLLING OR REGULATING BY THE AID OF ELECTRICITY
THE PROPULSION, STEERING, AND OTHER OPERATIONS REQUIRED IN WORKING
THE SAME, WHICH APPARATUS IS PARTLY APPLICABLE TO OTHER PURPOSES,”
A communication from abroad by John Louis Lay, of Paris, France.
This Invention relates to improvements in apparatus whereby the operation of
a steam or gas engine, or similar motor, may be controlled or regulated by an
operator stationed at any distance from the same, and is chiefly designed to afford
improved means whereby a bont propelled by a gas-engine or other fluid motor,
and intended to carry or pay out a line or cable from the shore or other station to
a wreck or vessel in distress, or designed to run for other purposes, such as for
carrying torpedo armaments, may be kept fully under the control or management
of an operator at a station on land or on another vessel.
I have already obtained Letters Patent, viz., Nos. 747, 1303, 2408, 4782, and
4987, A.D. 1878; No. 4878, A.D. 1879; and Nos. 1340 and 2182, A.D. 1880, in
the Specifications of which I have described boats provided with propelling and
other machinery controlled by an operator at a station outside and distant from the
boat by electrical currents transmitted through a cable payed out from the boat,
the various parts of the apparatus in the boat being all controlled by electrical
currents by means of electro-magnets arranged in connection therewith, and
operated by the aid of relays, shunts, or switches properly constructed and con-
nected with the various valves or other moving parts which have to be operated or
adjusted to start, steer, stop, or otherwise work the boat. But by my present
Invention I have sought, as the main object thereof, to provide apparatus, which
when placed in a boat for life saving or other purposes, will allow the various
operations of starting, steering, stopping, signalling, throwing out rockets or lines,
and similar operations, to be all effected by the operator at the station by currents
sent through the cable, and caused to act upon electro-magnets so arranged as to
give motion as required through the medium of a suitable slide or distributing
valve to the piston of a cylinder used as hereinafter described, and which for
convenience of distinction may be termed the governing cylinder and piston.
In the accompanying Drawings I have illustrated my improvements as adapted
for use in connection with a boat for carrying out a line or cable.
In these Drawings,
Figure 1 is a longitudinal section of the said boat with my improved apparatus
applied thereto, and
Figure 2 is a transverse section on the line x, x, Figure 1, of the boat and coil
casing or box, the coil within the latter being shewn in end elevation.
Figure 3 is a plan.
Figure 4 is a side elevation partly in section, and
Figure 5, an end elevation, partly in section, of the governing cylinder and
piston, and the parts in connection therewith for controlling the operation of the
various parts of my improved apparatus."
Figure 6 is a transverse section of the said cylinder and its valve-chest on the
line x', ', Figure 4.

page_text: Figures 7 and 8 are side elevations, partly in section, of a portion of the
devices illustrated in Figure 4, some of the parts being shewn in a different
position.
Figure 9 is a plan or top view of my improved key-board, that is to say, the
apparatus or mechanism whereby the movements of parts of the apparatus in the
boat may be controlled by, and their position indicated to, the operator at the
station.
Figure 10 is a similar view of a portion of the same with the cover removed.
Figures 11 and 12 are views of opposite sides of the said mechanism with the
box or case in section, and
Figure 13 is an end view of the same.
Figures 3 to 13 are drawn to a larger scale than Figures 1 and 2.
Like letters indicate the same parts throughout the Drawings.
a represents the hull of the boat, which is divided into a series of compartments
by air-tight bulkheads a¹; b', 62, are the propellers or screws. The propeller b' is
fixed upon the shaft b, and the propeller revolves upon a sleeve surrounding the
latter, and is driven by and in an opposite direction to the propeller 6' by means
of the bevel gear wheel b³. To impart motion to the said propeller-shaft I prefer
to employ engines c of the class termed three-cylinder engines, which actuate the
driving or main shaft d that is connected with the shaft b by gearing, as shewn
at d¹.
In the boat illustrated in Figure 1 the said engines are arranged to be driven by
carbonic acid gas, which is contained in a closed reservoir e. This reservoir com-
municates through a valve v by means of a pipe e¹ with a heater f, into which the
gas passes from the said reservoir-to-be-heated and rarefied as follows, that is to
say: The said heater f is provided with a series of tubes f', which are open at
both ends to the chamber or compartment a³ of the boat, in which the heater is
placed. Within one or more of these tubes I place a composition which will burn
slowly without necessitating a supply of air or oxygen thereto to support com-
bustion. A convenient material for this purpose is the ordinary port-fire or rocket-
powder. This combustible material or composition is adapted to be ignited by
percussion, or in any other suitable manner, as the boat commences to move. This
ignition is preferably accomplished by the impact of the rod of a small piston
against a vial containing sulphuric acid, and surrounded by a mixture of chlorate
of potash and white sugar, or other suitable substance. The cylinder in which
this piston works is in connection with the supply pipe f2 of the engines, so that
when the carbonic acid gas is admitted into the said pipe it also flows into the
cylinder containing the said piston, and exerts pressuro upon the latter so as to
drive the piston-rod forward and break the vial of acid, thereby igniting the
surrounding substances and the combustible material in the tube or tubes f'
adjacent thereto. When the combustible material is thus ignited and burns, the
products of its combustion fill or pass through such of the tubes f' as are empty,
and also fill the chamber a² and consequently heat the gas in its passage through
the heater to the engine supply pipe. To permit the products of combustion
to escape from the heater chamber a² I employ a pipe f* which opens into the said
chamber and communicates with the exterior of the boat as shewn. If desired the
said pipe f✶ may also be utilized for the exhaust of the engines, or this exhaust
may be provided for in any other convenient manner.
I will now proceed to describe the method in which I store or arrange in the
boat the line or cable which is to be payed out as the boat progresses through the
water. For this purpose I secure within the hull of the boat a box or casing g',
formed of sheet iron or other suitable metal, and containing the line or cable g,
which is wound or coiled in the following manner, that is to say-I employ a
mandrel or core approximately elliptical in transverse section and somewhat
tapered, upon which to wind the said line or cable, and commence the winding of
the same from the upper and larger end of the said mandrel downward. As soon
however as the said mandrel is covered by one layer of the line or cable from top

page_text: to bottom, that is to say, when the bottom of the coil is reached, instead of com-
mencing the second or next succeeding layer at the bottom, and continuing to wind
the same in an upward direction to the top of the mandrel or core,
carry the said
line upward, vertically or directly, or straight from the bottom to the top of the
first layer, and then proceed to again coil the line around the mandrel downward
and over the first layer. When the second layer is completed the line or cable is
again carried straight up, and then the third coil or layer of line is wound or
coiled downward over the second coil, and the above described operations are
repeated until sufficient line or cable has been wound or coiled upon the mandrel.
When the cable or line thus coiled is placed in the boat and the mandrel is removed,
the paying out of the said cable or line may be commenced and the uncoiling will
proceed from the innermost layer of the coil, as shewn in Figure 1, always in a
downward direction from the interior to the exterior of the same. The object of
the above described method of winding or coiling the line or cable is to ensure its
being all payed out from the top to the bottom of the coil, so that each part of
the line being uncoiled rests on and is supported by the part next below it, thus
preventing any possibility of the collapsing or falling inward, to which the coil is
liable when paid out alternately upward and downward, or from the top to the
bottoin, and from the bottom to the top of the same.
Heretofore a line or cable has been wound in a coil and paid out longitudinally
from a boat, but this arrangement involved the employment of an inclined paying-
out tube extending from the centre of the coil-chamber towards the rear of the
beat in order to prevent the kinking of the cable and to enable it to pass out
freely from the said coil-chamber. This inclined tube when used in all cases gives
rise to the lengthening of the boat. By arranging the said coil vertically as above
described, I am enabled to dispense with such a paying-out tube, and consequently
to considerably reduce the length of the boat. This would be impracticable
however when the cable is arranged to be paid out longitudinally from the centre
of a coil, as the bends produced in the cable if it were carried directly down from
the coil and out of the boat would seriously impede or altogether arrest the
motion of the latter.
At the sides of the chamber a³, in which the casing containing the coil of the
cable g is placed, I form air-chambers a*, as shewn in Figure 2. The air in these
chambers increases the buoyancy of the boat, and the said chambers are so
constructed that air cannot escape therefrom or water enter the same, so that the
buoyancy of the said boat will not be affected during its run or course. For this
purpose I form the said chambers integral with the body or hull of the boat, and
in order to permit the coil of cable to be readily placed in position, I provide the
coil-chamber as between the said air-chambers at its upper end with a suitable
cover, which may be readily removed to permit the insertion of the coil or cable
without interfering with or necessitating access to the air chambers a¹.
For the sake of lightness and simplicity I prefer to use the governing cylinder
also as a steering cylinder by connecting its piston directly to an arm on the rudder-
stock. It will be understood, however, that the rudder may be operated by an
auxiliary cylinder or other means, controlled through the medium of the governing
cylinder or otherwise. The preferential arrangement above described is that shown
in the Drawings, in which represents the rudder which is attached to the rudder
stock or post. The latter has a lever or arm 2 upon which a forked spring h³
acts in order to constantly return the rudder to and hold it in a central position
after it has been turned to starboard or port by the movement of the piston ¹ in
the steering or governing cylinder i. This piston is united to an arm on the
rudder stock by a connecting rod h. Instead of the said spring h³ I may use a
compressed air apparatus for centreing the rudder, the said apparatus consisting of
a piston connected to an arm on the rudder-stock and working in an air-tight
cylinder containing air on both sides of the said piston, so that when the same is
moved from a central position the compression of the air thereby produced will tend
to return the rudder to its central position.

page_text: The movements of the piston in addition to turning the rudder to starboard
or port, also serve to effect the starting and stopping of the boat and the control
of various other parts of my improved apparatus, that is to say, the forward end
of the piston-rod 2 is provided with a cross-head * (see Figures 3 and 4) which
slides in suitable guides or ways j supported on the same bed or base-plate as the
cylinder i. To this cross-head I hinge or pivot a pawl which when moved
forward is pressed down by a spring into engagement with teeth formed on a
disc so as to turn the same. This disc is fixed upon a shaft to which is keyed
or otherwise secured a weighted lever 13. An arm loose upon the said shaft is
arranged to be engaged by pins 15, 16, upon the disc l; the said arm is connected by
a link with the stem mi of a slide valve m or other suitable valve. This valve
is enclosed in a valve chest m* and works over ports therein for the purposes.
hereinafter described. To hold the toothed di-c 1, that is to say, to prevent its
backward movement after the same has been turned forward by the pawl k, I
employ a pivotted pawl which is forced into engagement with teeth on the
said disc by a spring, as shewn in Figure 4; this pawl is adapted however
to be disengaged from the said teeth by the action of the surface 20 of an arm i*
on the curved end of the lever in the backward movement of the piston, so that
the weight on the lever 13 may return the disc to its normal position. In order
to prevent the rotation of the disc to the extent of more than one tooth at each
forward movement of the piston 2, I may employ the devices illustrated in
Figure 4a of the Drawings, that is to say, I provide the disc in addition to the
teeth,, with teeth 18, and arrange in combination there with a spring catch or
pawl which is preferably secured to the base plate_whereon_the-cylinder-i-is-
-mounted. This spring-catch or pawl is forced into engagement with the said
teeth by means of an extension of or arm 2 projecting from the cross-head i* in
such a manner that as soon as the pawl k comes in contact with one of the teeth "
of the disc and commences to move the said disc, the catch or pawl 18 will be
forced into engagement with one of the teeth 18 and will prevent the movement of
the said disc to the extent of more than one tooth, which movement might other-
wise occur in case the piston should be suddenly projected forward on the
admission of gas to the rear end of tho cylinder 2.
It is very essential in despatching my improved boat from the shore or other
station by day or by night that the operator at the key-board should know the
exact position of the boat during its passage through the water. For this purpose
I pivot to the hull of the vessel the guide rods n. These rods are connected by
the wire n or otherwise in such a manner that they move together when being
raised or lowered. Prior to the starting of the boat the said rods rest in the
position illustrated in Figure 1 of the Drawings, but when gas is admitted to the
pipe, hereinafter described, the said rods will be raised (so as to be readily
perceptible to the operator) by the following means, that is to say:-To the
spindle or pivot n¹ of one of the said rods n I attach an arm n², which prior to the
starting of the boat is held in the position shewn in Figure 1 by a stem or rod n³;
this stem or rod is attached to or forms part of a piston which moves within a
small cylinder n'. When gas is admitted to the pipe w³ to open the main throttle
valve e, it also enters by a small branch pipe n° the said cylinder n', and forces
the piston and its stem or rod n³ inward or away from the arin n², so as to release
the latter and permit a spring n³ attached to the hull of the boat to draw the said
arın downward and consequently elevate the guide-rods n. At night these guide-
rods are provided with a lamp or torch.
The bow of the boat may carry a fuse or rocket to be ignited by electricity at
the will of the operator for signalling or other purposes. The ignition is effected by
closing a circuit, including the fuse and a battery o, arranged in the boat
In order to close the battery circuit for this purpose the lever or arm is
brought into contact with a spring y, which when depressed closes the circuit
between the two terminals y¹ and y² connected with the opposite poles of the said
battery. The said fuse or rocket may be contained in and discharged from a tube

page_text: extending through the huil of the boat. The orifice of this tube is closed or sealed
previous to the discharge by a light capsule or cover of any material that is
impervious to water. In some cases this tube is inclined in a forward direction,
and I attach to the rocket a line so that when the boat has reached the end of its
course or run the said rocket may be fired, and the line projected over the vessel in
distress to permit a line or cable to be connected thereto, and afterwards drawn to
shore on pulling back the boat by means of the cable g, so as to effect a commu-
nication between the said vessel and the shore.
The said battery may if desired be utilized for other purposes.
To enable the operator at the shore or other station to readily start the boat;
and to control the movement and the guiding or steering of the saine, and to know
the relative positions of the various parts of the mechanism therein throughout the
run or course of the boat, 1 employ the key-board, shewn in Figures 9 to 13 of the
Drawings. This key-board is in the circuit of a battery or other generator of
electricity at the station and is constructed as follows, that is to say-On the face
of the box or case of the same I arrange a crank-handle p' mounted upon a
shaft p; this shaft carries a pole-changer p² to permit the reversal of the current
sent from the battery or other generator of electricity at the station through the
line or cable g and the electro-magnetic apparatus on board the boat. This electro-
magnetic apparatus, as shewn, consists of a pair of electro-magnets 7 connected
with a shunt or switch of the ordinary or any suitable construction, so that when
by means of the pole-changer p³ a current is sent in one direction, the same will
be switched through one of the electro-magnets q, and when it is sent in the
opposite direction it will be switched through the other electro-magnet. The effect
of this action will be that one or the other end of the lever q' on which the
armatures of the said electro-magnets are mounted will be depressed at the will
of the operator, and the valve which controls the admission of gas to the steering
cylinder will be moved in one or the other direction, as required.
I prefer to use a cable consisting of a single wire, but by a proper adaptation of
the pole-changer and the use of two wires I may dispense with the switch or shunt
on board the boat, and send the current by one wire through one electro-magnet
and by the other wire through the other electro-magnet, as desired, the effect
produced being the same as that above described.
This
On the shaft p of the indicating apparatus I fix a disc p³, provided with pins p
on opposite sides of an arm 7, which is fitted loosely upon the said shaft and
carries a spring-pawl. The latter is arranged to engage with a disc 8, provided
with two series of teeth 8', s². This disc is fixed upon a shaft or spindle 8³, to
which is attached an arm 8 connected by the spring with a post 8. This spring
tends to move the discs back to its normal position after it has been turned by
the pawl r¹, and when released by the tooth upon the swinging arm t.
tooth t is held in engagement with the teeth 82 by a spring t², also attached to the
post 8. To effect the proper engagement of the pawl with the teeth 8¹ I
arrange the said pawl to slide within a socket on the end of the arm r, and place
in the said socket and beneath the said pawl a spring which tends to constantly
force the said pawl outward. And I provide the opposite sides of the said pawl
with pins or projections, which travel in slots in the said socket and prevent the
disarrangement or displacement of the pawl. One of these pins or projections is
arranged to move in contact with a cam consisting of the concave surfaces u', u',
of a plate u; the surface u serves to prevent the engagement of the pawl with
any but the right tooth of the disc s in the working of the apparatus, as herein-
after described. To effect the disengagement of the tooth t¹ from the teeth 8" of
the disc 8 I mount loosely upon the shaft p an arm which is provided with a
stud t. With this stud a pin p³ attached to the said shaft p comes in contact,
when the handle p¹ is turned in the direction of the arrow, Figure 9, and while
the movement of the same is continued the said arm t³ is caused to turn also, and
to act at its upper end upon a projection tx on the lever or arm t, and throw the
tooth of the same out of engagement with the teeth s² when the disc will be
.

page_text: returned to its normal position under the action of the spring 83. 87 represents
an index or pointer which is attached to the shaft 93, and denotes upon a dial the
number of times the handle or crank p¹ is consecutively moved in one direction.
These consecutive movements of the handle in one direction cause and correspond
with the movements of apparatus on board the boat for controlling the stopping
of the same and performing other operations as hereinafter described.
A very important and novel feature of my Invention consists in improved
mechanism whereby the working of the whole of the apparatus in the boat is
effected and controlled through the medium of the steering cylinder by the operator
at the station, and I will now proceed to describe in what manner this result is
attained. In the apparatus shewn in the Drawings the movement of the rudder
to starboard is effected by the operator in turning the handle p¹ into the position
shewn in dotted lines at A in Figure 9, and the movement of the said rudder to
port is produced when the said handle is turned into the position shewn in
dotted lines at B. The full lines illustrate the normal position of the said handle.
The operation of my improved apparatus is as follows, that is to say-Supposing
the boat to be at rest but ready to start, the parts of the apparatus in the boat are
in the following position -The piston is central within the steering cylinder i,
that is to say, it is equidistant from the two ends of the same, as shewn in Figure 4,
and the slide valve is of the said cylinder occupies a central position within its
chest and covers the ports and 2, communicating with the two ends of the said
cylinder. The disc l'is in its normal position, so that the pawl when it travels
forward will engage with the first tooth 10 of the same, and the arm and the
valve m in connection therewith are also in their_normal_position, as shewn.in
Figure 4. Prior to starting the boat the cock v is opened and the gas passes through
suitable pressure-reducing valves at e*, e*, into the pipe e', and also into the
branch pipe e which communicates with the valve-chest 5 of the cylinder i, but
the passage of the gas to the heater and thence to the engines is prevented by
the throttle valve at e³, which at the time of starting the boat is closed. Now if
it is desired to start the boat the operator at the key-board turns the crank-
handle once to starboard and at the same time by means of the pole changer
closes the circuit from the battery on the shore or other station and sends a current
of electricity through the cable or line g to the shunt, which directs the current
through one of the electro-magnets q adjacent to the steering cylinder.
The
armature of the said magnet is thus attracted and drawn down and through the
levers q', q, transmits motion to a crank-arm q' on a rock-shaft q which extends
through a stuffing-box in the valve-chest ³, and has on its inner end an arm q
that engages with and moves the slide valve in such a manner that the latter
uncovers the port and thus permits the passage of gas therethrough to the rear
end of the cylinder i; the piston is thereby moved from its central position to the
forward end of the said cylinder; the pawl k participates in this movement of
the piston and turns the disc 7 the distance of one tooth. This movement of the
disc does not however affect the position of the arm and slide-valve m, as the
distance between the pins 15, 16, is such that the pin does not engage or come in
contact with the said aim until the aforesaid disc l has been moved forward twice.
At the same time that the gas enters the rear end of the cylinder i it also passes into
a pipe w which communicates with a box or case containing the throttle-valve wand
the gas acts upon the piston won the stem of the said valve and moves the latter to
open the port or aperture w² and permit gas to flow from the pipe w³ which is a
branch of the pipe through the said aperture and the pipe to the engines so
as to start the same. The pipe e being of small area and of considerable length
the flow of gas to the engines will be somewhat throttled, so that the engines will
only be started at a slow speed and all danger of breakage or disarrangement of
any parts from sudden starting will be avoided. When the operator returns the
handle p to its normal or central position the circuit will be again broken and the
lever q carrying the armatures of the electro-magnets q will, under the influence
of suitable springs, return the valve i³ to its central position so as to stop the

page_text: entrance of gas through the port i to the cylinder i and permit the exhaust through
the port is. When the piston is thus relieved of pressure the force exerted by the
spring h³ upon the arın h² of the rudder-stock will immediately return the rudder
to a central position, and consequently through the connecting rod ' will return
the piston to its normal or central position within the cylinder i. The pawl k
will thus be drawn back but the return or backward movement of the disc / will
be prevented by the pawl so that the pawl will engage with the second tooth
of the said disc when the rudder is again moved to starboard by the movement of
the piston towards the front end of the cylinder.
In order to admit the full supply of gas to the engines after they have thus been
started at a slow speed, the operator at the key board turns the crank-handle p
to port, with the following results, that is to say, during the motion of the handle
to the position shown in dotted lines at B, in Figure 9, the pole-changer is revolved
in a direction opposite to that effected when the crank-handle p¹ is turned to star-
board, and a current in the opposite direction is sent through the cable g to the
shunt, and into the other magnet q, so that the slide valve 3 will be moved in the
opposite direction to uncover the port and admit gas to the forward end of the
cylinder i to force the piston to the rear end of the same; the pawl will be
thereby disengaged from the teeth *, thus permitting the disc to be returned to
its normal position by the action of the weighted lever 13. When the piston is
thus forced back the gas in the cylinder behind the said piston passes through the
port and exhaust-port is and out of the boat. While the port 27 is open gas
passes from the cylinder through the pipe w³ to the case or box e³, containing a
valve arranged and operating in a similar manner to the valve w above described,
so as to open the said main valve and permit the gas to flow from the reservoir e to
the heater f, and thence through the feed-pipe f to the engines, so as to drive the
same at full speed. The handle p is then again returned to its normal position,
the boat being now under full way.
It is obvious that after starting the boat the operator will have to control or
direct her by means of the rudder. The steering may be readily effected by
turning the crank-handle p¹ to starboard or port, in a similar manner to that
above described. For instance, when it is desired to turn the boat to starboard
the aforesaid crank-handle pl is turned to starboard and a current is sent through
the cable to the shunt, and one magnet to open the port and admit gas to the
rear end of the cylinder i, and when it is desired to effect the movement of the
said boat to port the crank-handle p' is turned to port, and as above stated sends
through the cable and the shunt to the other magnet q a current of opposite
polarity to that sent through the cable when the said handle is turned to star-
board, so that the valve will be moved to uncover the port, and permit gas to
force the piston to the rear end of its cylinder.
In the apparatus illustrated in the Drawings the disc and the devices for
operating the valve m are so arranged that the rudder must be turned to starboard
three consecutive times in order to effect the stopping of the boat. It will be
evident however that by increasing the number of teeth on the disc the said
rudder may be arranged to be turned a greater number of times consecutively to
starboard without effecting the stoppage of the same. The steering of the vessel
to port may however be effected any number of times consecutively by reversing
the direction of movement of the handle p¹ and the pole-changer.
When it is desired to stop the boat it is simply necessary to move the aforesaid
crank-handle several consecutive times to starboard, in which case the piston i' will,
through the pawl k turn the disc l, so that the pin thereon will come in contact
with and depress the arm or lever into the position shewn in Figure 7. By this
movement the valve m is moved to uncover the port m³, as also shewn in the same
Figure. The gas which enters the valve-chest m* through the pipe m' that com-
municates with the engine supply pipe or the pipe e then immediately flows from
the said valve-chest through this port and through a pipe w8, which communicates
with the casing or box of the auxiliary throttle valve w, and also with that of the

page_text: main valve at e in the main pipe el, and forces the said valves up to their seats,
thus cutting off the supply of gas to the propelling engines c and stopping the
rotation of the propellers.
If it should be desired to effect the closing of the circuit of the battery o in the
boat, in order to ignite the fuse or discharge the rocket or for other purposes, the
aforesaid crank handle p' must be once more turned to starboard, when the
piston will again move forward, and the pawlk will further turn the disc / to
the extent of one tooth, so that the arm will be forced down by the pin 15 from
the position shewn in Figure 7 to that shewn in Figure 8, and in its downward
movement will depress the free end of the spring y, and bring it into contact with
the terminal or post y², as shewn in dotted lines in Figure 5, and thus close the
circuit. When the arm is thus depressed both ports m³ and m' are uncovered,
and the gas flows from the valve chest m into the exhaust-pipe w', and thence to
the main exhaust-pipe and out of the boat.
If however it should be desired to restart the boat after the same has been
stopped by the consecutive movements of the crank-handle to starboard, as
above described, this may be effected by turning the said handle once to port, when
the following operation of the parts of the apparatus will take place, that is to
sayThe gas passing through the port will cause the piston ¹ to travel to the
rear end of the cylinder i, and the arm attached to the piston-rod in such
backward movement of the piston will raise the end of the lever carrying the
pawl and disengage the latter from the teeth on the disc 1, thus permitting
the weight on the lever to return the said disc to its normal position. In this
backward movement of the disc the pin 16 comes in contact with the arm land
-raises-the-same, and the valve m connected therewith from the position shewn in
Figure 7 to that shewn in Figure 4, thereby effecting a communication between
the port m³ and the exhaust port m*, so that the gas previously admitted to the
pipe to close the main and auxiliary throttle-valves will flow out through the
exhaust-pipe w. At the same time that the gas is admitted to the forward end
of the cylinder i it also passes through the pipe 2 to the main throttle-valve and
opens the same so as to again admit gas to the engine-supply-pipe f². This valve
however is prevented from being suddenly projected forward in its box or case by
the pressure of the gas in the pipe w and behind the said valve, which gas acts as a
cushion to prevent the impetus that would otherwise be imparted to the said
valve by the full pressure of the gas in the pipe e', and thus also serves to prevent
the sudden rush of gas under full pressure to the engines, and the jar and breakage
of the parts of the engine or driving gear which might ensue.
The rearward movement of the piston for turning the rudder to port in
addition to effecting the steering of the boat also serves to disengage the pawl¹
from the teeth 1*, and pernit the weighted lever 3 to return the disc to its
normal position, as above stated, so that on the next forward movement of the
piston from its normal position, the pawl k carried by its rod will engage with
the first tooth upon the said disc. This disengagement of the said pawl is
effected, as above described, by the arm which slides along the lever on which
the said pawl is formed or fixed, and as the piston i' approaches the limit of its
backward stroke, the said arm it, as above described, engages the curved end of
the said lever and raises the same, thus depressing the pawl and disengaging it
from the teeth * so as to permit the weight on the lever ³ to act. It will be
observed that the rudder may be turned to port any required number of times for
the purpose of steering the boat without any consideration by the operator except
as to the course of the boat, and that in like manner the rudder may be turned to
starboard any less consecutive number of times than the number of times required
in order to stop the boat without producing any immediate effect on the boat
other than that of changing its course. When the steering cylinder piston is
reciprocated for the purpose of effecting through the medium of the pawl and
ratchet-wheel any action of the apparatus in the boat and not immediately for the
purpose of steering, the resulting motion of the rudder is such that the effect

page_text: produced on the boat's course is slight and unimportant, the rudder returning
immediately to its central position unless held out of that position for the purpose
of steering.
To disengage the disc s on the key-board and permit the index or pointer s³ to
be returned to its normal position by the spring 85 when the aforesaid handle is
turned to port so that the said pointer will properly indicate the position of the
parts of the apparatus on the boat, the aforesaid pin 25 on the spindle p and the
arm provided with the stud tare employed. When the handle p' is turned to
port the pawl is withdrawn from the teeth 8 by reason of its projection, being
brought into contact with the concave surface u, and by the employment of the
curved surfaces u, u, of different radius the engagement of the pawl with the
proper tooth on the discs will be ensured, that is to say, the pawl after the
crank-handle has been turned to port and when the latter is being returned to
its normal position will be held down by the surface 22 out of engagement with
the teeth 8 until it is directly in line with the notch in the disc s it should enter,
at which time the aforesaid projection on the pawl leaves the cam surface u² and
passes therefrom along the incline u³ to the surface u¹, and is forced by the spring
beneath the said pawl into engagement with the proper tooth of the disc s.
these means any improper movement of the latter (which might occur providing
the pawl were not drawn inward, but allowed to strike the teeth s¹ before reaching
its normal position) is prevented.
By
In some cases instead of employing the valves e*, e*, in the pipe e¹ to reduce the
pressure of the gas contained in the reservoir e prior to its passage into the beater f
and to the valve-chests of the propelling engines, I employ the following arrange-
ment, that is to say, I allow the gas at full pressure to pass from the reservoir e
into the heater f, and arrange in the feed-pipe between the latter and the said
engines a series of cocks by whose adjustment the flow of gas may be controlled at
will and the pressure of gas admitted to the engines reduced.
It will be obvious that my Invention comprises various special details or
subordinate combinations of mechanisın, such, for instance, as the combination of
the disc, the pawl fixed on the piston-rod, the pawl with or without
the pawl or catch 10, the arm it also fixed on the piston-rod, and the weighted
lever. Also the combination of the disc 1, the pins 15, 1, the arm ', the link 17,
the valve-stem and valve m¹, m, and ports m³, m; also the combination of the
arın, the spring y, the terminals y', y, and the battery o, all operated and
operating as above described.
Having thus fully described the said Invention as communicated to me by my
foreign correspondent, and shewn how the same may be conveniently and
advantageously carried in practice, I wish it understood that I make no claim to
any method of transmitting electric currents to a boat from the shore or other
station, nor to the construction of the electro-magnetic devices or apparatus in the
hoat, nor to the combination with the rudder of a cylinder and piston as the means
for transmitting the required movements to the same. Nor do I clain broadly or
irrespectively of their use in combination with the novel features of my Invention
the employment of a cable to form the medium for the transmission of the electric
currents to the boat while being paid out therefrom, nor the employment as the
motive force of carbonic acid or other gas, nor the heating and regulation of the
same, but I claim,-
First. The use in a boat or vessel whose movements are controlled by the agency
of electric currents sent from a distant station of a governing cylinder and piston,
actuated so as to give by varying series of strokes the requisite motion to effect the
various required operations, substantially as herein before described.
Second. The use of apparatus, such as is herein before described, by means of
which a throttle-valve or throttle-valves or similar valves are controlled by the
agency of electric currents sent from a distant station, substantially as hereinbefore
set forth and illustrated by Figures 1, 3, 4, 5, 6, 7, and 8.
Third. The combination of parts forming any improved apparatus, and consisting

page_text: of a cylinder which has its piston controlled by electric currents, and which has con-
nected with it such an arrangement of ports, valves, passages, and other devices as
herein before described and illustrated in Figures 1, 3, 4, 5, 6, 7, and 8, for the purpose
of performing and controlling various operations required to be performed through
the medium of the said cylinder, and by the reciprocation of its piston, substantially
as described.
Fourth. The combination of parts such as is herein before described, by means of
which the gas or other working fluid may be admitted to the engines, first through
an auxiliary throttle-valve, and then through the main throttle-valve, substantially
as and for the purpose herein before described.
Fifth. In a boat or other vessel whose movements are controlled by the agency
of electric currents sent from a distant station, the use for working the guide rods
of apparatus substantially such as is hereinbefore described and illustrated in
Figure 1.
Sixth. The subordinate combinations of parts constructed and used, substantially
as herein before described and illustrated in the accompanying Drawings, whereby
the respective independent operations such as starting, stopping, signalling, and
the like, hereinabove referred to as required at various times are performed by the
agency of the governing cylinder and piston, according to the number and direction
of the strokes given at the will of the operator at a distant station.
Seventh. The use in connection with engines worked as above set forth of slow-
burning material in apparatus not supplied with oxygen, and properly arranged
for heating the working fluid on its passage from the reservoir to the engines,
substantially as herein before-described-and-illustrated in Figure 1.
Eighth. In a boat or other vessel whose movements are controlled by the agency
of electric currents sent from a distant station the use for the transmission of the
currents of a wire or cable coiled so as to be readily and safely payed out,
substantially in the manner herein before described.
Ninth. The arrangement in combination with the governing cylinder of indicating
apparatus, substantially such as is herein described and illustrated in Figures 9, 10,
11, 12, and 13, constructed and operating in the manner and for the purposes herein-
before set forth.
Tenth. A boat or other vessel constructed and equipped, substantially as herein-
before described and illustrated in the accompanying Drawings, for the purposes
specified.
In witness whereof, I, the said William Robert Lake, have hereunto set my
hand and seal, this Third day of May, in the year of our Lord One
thousand eight hundred and eighty two.
W. ROBT. LAKE. (L.S.)