IMPROVEMENTS IN THE CONSTRUCTION OF SHIPS OF WAR AND OTHER VESSELS, AND IN MASTING AND RIGGING THE SAME
Year: 1863

page_text: LETTERS PATENT to John Kennedy, of Whitehaven, in the County of
Cumberland, Ship Builder, for the Invention of "IMPROVEMENTS IN THE
CONSTRUCTION OF SHIPS OF WAR AND OTHER VESSELS, AND IN MASTING AND
RIGGING THE SAME."
Sealed the 26th April 1864, and dated the 28th October 1863.
PROVISIONAL SPECIFICATION left by the said John Kennedy at the Office
of the Commissioners of Patents, with his Petition, on the 28th October
1863.
I, JOHN KENNEDY, of Whitehaven, in the County of Cumberland, Ship
Builder, do hereby declare the nature of the said Invention for "IMPROVEMENTS
IN THE CONSTRUCTION OF SHIPS OF WAR AND OTHER VESSELS. AND IN MASTING AND
RIGGING THE SAME," to be as follows:-
The objects of my Invention are, first, to reduce to their minimum the forces
constituting the impeding elements below the surface of the line of flotation
which oppose the motion of the body through the fluid. The said elements
I presume to be, 1st, direct or head resistance; 2nd, friction; 3rd, suction.
1st, direct or head resistance I conceive to be the opposition offered to
the motion of the body by the fluid particles supporting the body congregated
anterior to the largest transverse vertical section, which particles it is intended
[Price 8d.]

page_text: to allow the utmost facility while the body is in motion for the passage to
the largest transverse vertical section.
2nd, friction. This impeding element consists in the force of contact with
which the fluid particles next the surface impinge against that surface, and
which varies at different points in intensity according to the form of the body
and the comparative elongation or contraction of the longitudinal curves
anterior to and posterior to the largest transverse vertical section.
3rd, suction, or the disposition of the fluid particles at and approaching to
the extremity of the posterior body in motion to follow the body when the
form is too abrupt to permit them leaving it at any easy angle; whilst it is
obvious a long fine taper at the after body will, at any given onward speed.
reduce the latter force to a minimum, the forces of direct resistance and of
friction may only be diminished to a limited extent, the latter, however,
depends upon two conditions, namely, the degree of roughness or smoothness
of the surface of the whole immersed body, and the comparative area of surface
of the anterior and posterior bodies or these before and abaft the largest
transverse vertical section. If the surface of the bottom could be rendered
perfectly smooth and covered with an unctuous substance similar to that spread
over the scales of a fish no such force as friction would exist to oppose the
ship's onward notion.
I propose, 1st, the adoption and application of the form of least resistance to
direct forward motion; 2nd, the smallest comparative area of surface sur-
rounding the anterior body, by which means we circumscribe, and thus
diminish the surface of greatest friction; and also the application of any
known means for rendering the surface of the whole immersed body of ships
perfectly smooth and totally free from any degree of roughness, and to further
cause the surface in that condition of perfect smoothness to be so lubricated
by any unctious or oily substance or semi-liquid for the purpose of obviating
friction or obstruction to the free passage of the particles of the sustaining
medium along the surface of the body in motion; 3rd, to produce in the
construction of the body posterior to the largest transverse section curves of so
gentle and easy a taper (whether they bound horizontal or diagonal sections)
that the particles of fluid which support the body in motion are not attracted,
drawn, or sucked in by the body passing through them.
The second object of my Invention is to obviate the tendency of the ship to
roll and pitch and 'scend in a seaway whilst making forward motion, and thus to
render unnecessary any disposition of weights for that purpose. I employ the
terms" roll" and "pitch" and "'scend" in the sense in which they are under-
stood in nautical phraseology. And further, I propose to render inherent in

page_text: the form of the bottom certain forces of an upward tendency, which will check
and resist the momenta of certain weights, such as iron, armour, guns, and
orduance, which tend seriously to endanger the useful properties of the ship.
A volume of the sustaining fluid is required to be so confined towards the two
extremities of bow and stern that it will afford lifting power at the ends of the
ship, and thus oppose the tendency of the ship to pitch and 'scend imparted
by the motion of the waves. This fluid being to some extent confined must
be removed before the oscillations of the vessel can become so extensive as to
cause the motions of pitching and 'scending. The form given to the body for
facilitating the free passage of the fluid along the bottom, and which neces-
sarily causes a removal of displacement immediately under the longitudinal
centre line of the vessel towards the two extremities, makes it incumbent that
a corresponding lifting power equal to that taken away should be created at
some other point or points to make up for the deficiency of displacement
which would otherwise have existed at the middle, and the remedy for which
I hereinafter provide. I propose to increase that quality of stability or
steadiness with which the body rests upon the fluid, and the difficulty by a
lateral force to cause careening or an absence of the readiness with which a
body otherwise stiff against a lateral pressure leans or cants over, and though
a certain amount of the upward or lifting pressure supplied by the sustaining
fluid particles is withdrawn, yet, in consequence of certain active forces
inherent in the form of the body itself, the tendency to instability is counter-
acted. The longitudinal quarter vertical section, explained further on, includes
a termination of the fore and half lines of the body, and thus, at certain dis-
tances on each side of the middle line of the bottom, at the ends a double
displacement is created, supplying two considerable lifting forces, one acting
against the other, and so preventing rolling or careeuing. The amount of
displacement removed from under the middle line of the ship fore and aft
being comparatively small, and in consequence of the taper being drawn out
at less than half the angle of ordinary single after-ended ships, we gain by this
means increased displacement, and consequently do not need so great a draught
of water as in the other case when all the longitudinal curves terminate at the
centre line. The extent to which we may carry out the principle of taking
away displacement from under the centre tine and removing it in the direction
of and nearer to the broadside of the body renders it quite possible to so form
the body that though without cargo or ballast, or any other weight than that
constituting the materials of the structure, a ship may be made to cross any
channel or ocean or proceed from one port to another carrying as much

page_text: canvas as ordinary ships generally carry, and equipped in the usual way of
sailing ships with all the weight of gear and sails aloft, and equally safe should
she encounter a heavy gale or hurricane as other ships of the ordinary
construction having a sufficiency of weight in their bottom as ballast or
cargo.
The next object of my Invention is to propel vessels by means of sails alone,
and the qualities inherent in the hull for affording the greatest support under
a heavy lateral pressure of canvas, and also the character of the rig itself.
I now proceed to describe the manner in which I carry my Invention into
effect. I take a form resembling the body of any fast sea fish (except the shark),
say, for instance, the dolphin for a heavy class of ship, the bonito for a fleet
description of vessel, and the sword fish for a fast class of war vessel. I cut it
through its length in two halves by a horizontal plane; I discard the dorsal half,
and retain the ventral half to operate upon; I divide the latter longitudinally
through its middle by a vertical plane, I separate these two halves or sections
laterally, so as to leave a space between the two plane surfaces, which are
perpendicular and parallel to each other. The width of this space may be
either equal to or greater than the largest ordinate of the largest vertical cross
section of the solid at each side of the space as may be required, according to
the nature of the service for which the vessel is intended. Each of the flat
plane surfaces forming the sections of each solid at the division now becomes
a new axis fore and aft, one at each side, and corresponding with the quarter
breadth of the structure when completed. I obtain all the necessary curves
for the transverse vertical sections and for the horizontal and diagonal sections
*for the outside surface of the body by cutting the quarter body with planes in
various directions and inclinations with the horizon or vertice. The space
inside of the longitudinal quarter sections and between the plane sectional
surface of the two quarter bodies I form by means of hyperbolic or parabolic
curves or any other mixed curves which join the two bodies together in such
a manner that a hollow space is produced under the breast of the bow gra-
dually diminishing until it becomes flat at the largest cross section, where it
again begins to hollow and continues to hollow towards the counter, thus
forming two distinct after ends below the counter. At any given height above
the line of deepest immersion, at the largest transverse section, I produce a line
corresponding in its function with the height of breadth in ordinary construc-
tion. This curve sweeps somewhat in a downward direction as it approaches
the apex of the bow, and it sheers a little towards the after end. Another
principal curve is the line constituting the lower boundary of a vertical

page_text: longitudinal section through the middle of the structure; its function is to
detiue the positions s or points where the various curves belonging to the longi-
tudinal midship body unite and join. This curve, which I designate "the
mid-ventral curve,"
," does not correspond with any line or curve in ordinary
construction; its extreme forward point intersects the height of breadth line,
and its aftermost extreme point touches the same line as it crosses the counter
and intersects the largest transverse section at any point within the greatest
immersed depth; the curve may be parabolic. The other principal lines
form the outline of the bottom at the quarter longitudinal vertical section, and
which correspond to the upper edge of the rebate of keel and bearding at both
ends in ordinary construction. These lines are straight along the mid-bottom
within
any convenient distance from the ends of the ship. Forward they rise
and curve inwards towards the middle line of the ship with an easy and
gradual sweep until they merge into the height of breadth at the extreme
point of beak, rounding into and partaking of the sweep of height of breadth
as it approaches the middle vertical section. At the after end this line
begins to curve from the straight portion upwards until it terminates within a
small distance of and under the aftermost bearings of the propeller shafts. The
body above the height of breadth may be fashioned according to the nature of
the service for which the ship is intended; but it is preferred that the structure
above the height of breadth should diminish or fall inward, giving aroundness
to its exterior, which will tend to diminish the severity of the shocks which the
seas and waves produce in striking a fabric having upright or outspreading
upper works. The stem or centre of beak above the height of breadth I
propose should be carried back considerably, the face or cheeks also falling
inwards from the bow height of breadth at each transverse section, causing an
angle more or less acute in the transverse vertical section at the point of
height of breadth. Another curve of an S sweep, and merging into the height
of breadth at the largest transverse vertical section, crosses the sections and
passes through the centre of the propeller shaft. This line furnishes at its
intersection of the various transverse sections the position and height of the con-
jugate diameters of the ellipses, forming the curve of each transverse vertical
section below this height, and its joining with the quarter longitudinal sectional
curve the height of main breadth, constituting the position of the conjugate
diameters of the elliptical transverse vertical sections of the immersed bow
body. I form all the transverse vertical sections for the full length of the
immersed body of any portion of an elliptical curve between the points of their
origin and the conjugate diameters, the transverse diameters of the same figures
being the distance between the line of flotation and another line running

page_text: parallel therewith fore and aft.ata distance equal to the depth of the immersed
portion of the largest transverse sections. I complete the remaining portion
of the curves of the transverse vertical sections below the height of breadth by
joining to them such curves as will conveniently terminate at the various
points of intersection of these sections with the main breadth liue. These
lines or curves constitute the principal outlines of the immersed body.
With regard to the rig to be adopted in conjunction with or auxiliary to
fluid propulsion, I dispense with all square sails, or such sails as depend from
yards or booms crossing the masts. The objects I have in view are, 1st, to
simplify the rig itself; 2nd, to economise the use of canvas by spreading nomore
than may be thoroughly effective with a wind pressure from a point or direc-
tion which is understood in nautical phraseolgy as "before the beam;" 3rd, to
employ to the utmost possible extent such description of sail or sails as may
be easily set, taken in, or reduced by reefing, or otherwise handled with facility
and promptitude from the deck by a small crew of seamen under the imme-
diate direction and inspection of the officers, the intention being to dispense
with the necessity of sending men aloft to perform the operations of handing
or reefing, as in square-rigged vessels; 4th, to adopt such a shape and make
of sails as will present a flat surface to the wind, and obviate the back draw to
which the bagging or ballooning of some fore and aft sails are liable when the
vessel is sailing "close hauled" at that portion of the foot of the sails next
the sheet, thereby seriously interfering with the effectiveness of these sails;
5th, to have the masts and bowsprit in one length, in order that when made
of iron they may be constructed in lengths, parts, or sections in such manner
that they may be raised and lowered, and so that when the ship (if a vessel
of war) is in action or going directly against a strong wind they may be
altogether taken inboard and below the deck by machinery worked by any
motive power; 6th, to provide against the contingency of the masts being
suddenly carried away in a sudden squall or strong gale descending upon the
vessel with great force whilst full sail is set; 7th, to enable the ship to stay,
wear, or perform any required evolution when under canvas alone, and to sail
within the finest possible angle to the direction of the wind under a strong
breeze.
To carry out the foregoing objects, I take half the extreme length of the
vessel at her loaded line, and from a point at the middle of this line set off
above the main deck the height of the mainmast. If the vessel is to have
three masts, I place the foremast at a point upon the loaded line half way
between the mainmast and the point of greatest projection of beak or stern
at the continuation of the height of breadth. I make the full height of the

page_text: foremast equal to the height of the mainmast; I place the jigger mast, say,
four-fifths its own length abaft the mainmast; I make the stop of the four
shrouds and stays two-sevenths of the mast's length below the head, the stop
of the main shrouds one-third of the mast's length below the head, and that
of the jigger mast one-fifth of its length below the head. I adopt any
required number of shrouds, and bring a fore and aft stay down from the
stop of the shrouds to a secure holding at the deck within one or two feet
of the next mast before it. The foremast has also a fore and att stay in
the usual manner; I call these the fore stay, the main stay, and the jigger
stay. Upon each of these fore and aft stays I set a sail as large as the
space will admit of, having a boom at the foot of each, to which the sails
are laced or attached by means of points or lastings. Above the main stay
and jigger stay I have a boom, the inner and lower end of which I secure
by a goose-neck joint, or swivel joint, or ball joint and socket to a hoop or
saddle round the mast, or in small vessels I adopt jaws instead.
I carry
this boom up and a little above the stay, and within such a distance of the
mast as will allow of sufficient room for the sheet tacks (which I herein-
after explain) and of its blocks working freely. I have a gaff above this boom
to lower and hoist in the usual way, or, having a swivel or other joint at the
mast, I attach a sail to the booms and gaffs, which may be laced or other-
wise secured to them, or made to haul in and out upon the boom
and gaff, both of which may have hoops to which to attach the sail; I call
this sail, which is the chief peculiarity of the rig, a trapezium trysail; it has its
lower end or foot cut by the going of the stay immediately below the boom
of this sail, and thus that portion of the trysail liable to bag or belly out
balloon fashion, giving it a back drawing power, is taken away, and therefore
this defect, more or less common to all trysails, will not be experienced;
staysails not being liable to this fault may be advantageously adopted in con-
junction with the other. By means of these two sails set in the manner
described I fill up all the space between the masts, and yet. I have no canvas
spread that will intercept the force of the wind, and thus (as in
many cases with
square-rigged vessels) interfere with its due effect upon other sails set at the
same time. With such a rig, telescopic masts made of iron may be lowered
down below the deck or behind an armour-plated tower above the deck, the
shrouds and stays being allowed to lower down below at the same time, and
when needed the ship may be "ataunto" again with the utmost despatch.
1 employ a pole or topmast for the maiumast for the purpose of signalizing.
In the case of large ships I adopt a metal tube of suitable diameter and

page_text: strength for the fore and aft stays, but I prefer wire in smaller vessels. For
the upper canvas I set gaff topsails in the ordinary way above each gaff, and I
set upon the aftermost of all the mast or jigger a triangular sail tapering from
the boom toward the mast head having no gaff; instead thereof I set a
trysail or leg of mutton sail as may be found most convenient. These sails
may all be handled by the crew from the deck, and in the event of a sudden
squall of wind striking the ship they may instantly be taken off the vessel or
allowed to fly, thus giving vent to the force of the wind. Properly set they
would draw and fill within three points of the wind, and would work with the
same ease as a cutter's sails. I secure the sheet blocks of the trapezium
trysail above the stop of the shrouds of the mast next abaft it in order that
the sheet tackle may work above the stay, the end of the tackle-fall leading
down to the deck. I further have a tackle leading from the end of the gaffs
of the fore and main trapezium sails to the next mast head abaft each, in the
fashion of the brace of a yard, my object being to support the gaff, and to
take a useless and injurious strain off the sail itself as well as a portion of the
weight off the sheet tackle. All these ropes leading down by the side of the
masts may be handled readily at the deck. In the case of large vessels I
divide the line of flotation into equal parts, the number of which will vary
according to the size of the vessel, and I fit a mast for each division, such
masts carrying sails as before described.
With the view of adapting the ship to a new mode of attack and defence, I
give the fore body an excess of displacement over that of the after body for the
purpose of sustaining a heavier weight of armour plating or other defensive
armour upon the upper cheeks of the bow or beak of the vessel. I protect this
portion of the ship with thicker metal than the midships and after part of the
hull; I carry back the surface of the bow above the height of the greatest breadth,
so that it presents a surface similar in form and shape to the upper surface of
the cutter of a plough, shot or projectiles will thus be more likely in striking it
to glance off without taking effect. For a line-of-battle ship I mount a range
of broadside guns upon a platform or deck raised from 6 to 8 feet above
the water line. These guns are pointed obliquely through the ship's side with
their muzzles directed forward; I prefer that there should not be any guns
pointing from the bow or stern in this range, and that they be confined strictly
to the broadside of the ship that there may be no gun ports further forward
than the turn of the cheek of the bow. Above this gun deck or platform I build
another deck, which I call the main deck. At this main deck I have rails
and sheet iron upon suitable framing, constructed in lengths, parts, or sections,

page_text: for the purpose of protecting this deck, with the view of affording the crew
shelter when cruising; I adapt this portion of the upper works of the ship for
lowering or sliding down the ship's side inboard by means of machinery or
otherwise. Upon the main deck I erect a dome-like iron structure heavily
armour plated and continued fore and aft within a certain distance of the ends
of the ship, and with a space at the sides sufficient to allow of the working of
the ship. The two ends being rounded, I pierce this structure forguusat both
sides, which are to be pointed similarly to the lower range, having a heavy gun
at each end pointing fore and aft. Before the ship goes into action the
telescopic masts are housed, nothing appearing above the dome excepting the
pole of the mainmast for signalizing, and the flag staff at the taffrail, and a
little of the top of the smoke funnel (if she has any). When in action her
bow or beak is always presented to the enemy, this being the position of the
greatest security against any fire from the enemy's batteries or from a
ramming attack. When fire has to be delivered by the guns of the
broadside and domed battery, I use double propellers upon the double after
end,and by preference of the construction described in the Specification of my
Patent, dated 20th May 1862, No. 1527. A tractive force and a pushing
force simultaneously exerted by the propellers move the ship's head a little
aside, which is gradually changed and noted by the gunners' officer. Upon
the guns pointing to the object of attack fire is delivered, and simultaneously
the tractive motion and pushing motion are reversed, and the ship's head is
brought back again through an arc of a circle, say, a quadrant of a circle; the
guns of the opposite side by the time the ship's head has passed through this
part of the circle, the muzzles pointing out of the opposite broadside, and those
pointing from the upper range of the dome bear upon the object of attack,
when fire is again delivered from the whole broadside batteries.
this mode of attack may be maintained, and so long as the ship may not be
flanked by other ships of the enemy, she may possess a positive advantage over
the enemy's ship so far as the other ship may deviate in her tactics from that
laid down. If this mode of attack and defence were adhered to, it would be
impossible for two ships to do each ot er material damage for a length of time
if both were equally matched in respect of all the improvements herein-before
described, and were also equal in point of size, weight of metal, and in other
respects. Indeed, a very small vessel might in this manner attack and destroy
a very large ship, because so long as her bow could be kept pointing to the
other the large ship could do her no injury, but on the other hand the small
vessel has the opportunity of delivering the whole of her battery right into the
R
While

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said John Kennedy in the Great Seal Patent Office on the 28th
April 1864.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I. JOHN
KENNEDY, of Whitehaven, in the County of Cumberland, Ship Builder, send
greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-eighth day of October, in the year of our Lord
One thousand eight hundredand sixty-three, in the twenty-seventh yearof Her
reign,did, for Herself, Her heirs and successors, give and grant unto me, the
said John Kennedy, Her special licence that I, the said John Kennedy, my
executors, administrators, and assigns, or such others as I, the said John
Kennedy, my executors, administrators, and assigns, should at any time agree
with, and no others, from time to time and at all times thereafter during the
term therein expressed, should and lawfully might make, nse, exercise, and
vend, within the United Kingdom of Great Britain and Ireland, the Channel
Islands, and Isle of Man, an Invention for "IMPROVEMENTS IN THE CONSTRUC-
TION OF SHIPS OF WAR AND OTHER VESSELS, AND IN MASTING AND RIGGING THE
SAME," upon the condition (amongst others) that I, the said John Kennedy,
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 John Kennedy, do hereby declare the
nature of my said Invention, and in what manner the same is to be performed,
to be particularly described and ascertained in and by the following state-
ment thereof, reference being had to the Drawings hereunto annexed, that is
to say :-
The objects of my Invention are, first, to reduce to their minimum the
forces constituting the impeding elements below the plane of flotation which
oppose the motion of the body through the fluid. The said elements I
presume to be, 1st, direct or head resistance; 2nd, friction; 3rd, suction.

page_text: 1st, direct or head resistance I conceive to be the opposition offered to the
motion of the body by the fluid particles supporting the body congregated
anterior to the largest transverse vertical section, which particles it is
intended to allow the utmost facility while the body is in motion for their
passage to the largest transverse vertical section.
2nd, friction. This impeding element consists in the force of contact with
which the fluid particles next the surface impinge against that surface, and
which varies at different points in intensity according to the form of the body
and the comparative elongation or contraction of the longitudinal curves
anterior to and posterior to the largest transverse vertical section.
3rd, suction, or the disposition of the fluid particles at and approaching to
the extremity of the posterior body in motion to follow the body when the
form is too abrupt to permit them leaving it at any easy angle; whilst it is
obvious a long fine taper at the after body will, at any given onward speed,
reduce the latter force to a minimum, the forces of direct resistance and of
friction may only be diminished to a limited extent, the latter however
depends upon two conditions, namely, the degree of roughness or smoothness
of the surface of the whole immersed body, and the comparative area of
surface of the anterior and posterior bodies or these before and abaft the
largest transverse vertical section. If the surface of the bottom could be
rendered perfectly smooth and covered with an unctuous substance similar to
that spread over the scales of a fish no such force as friction would exist to
oppose the ship's onward motion.
I propose, first, the adoption and application of the form of least head
resistance to direct forward motion; 2nd, the smallest comparative area of
surface surrounding the anterior body, by which means we diminish the
surface of greatest friction; and also the application of any known means.
for rendering the surface of the whole immersed body of ships perfectly smooth
and totally free from any degree of roughness, and to further cause the
surface in that condition of perfect smoothness to be so lubricated by any
unctuous or oily substance or semi-liquid for the purpose of obviating friction
or obstruction to the free passage of the particles of the sustaining medium
along the surface of the body in motion; 3rd, to produce in the construction
of the body posterior to the largest transverse section curves of so gentle
and easy a taper (whether they bound horizontal or diagonal sections) that
the particles of fluid which support the body in motion are not attracted,
drawn, or sucked in by the body passing through them.
The second object of my Invention is to obviate the tendency of the ship to
roll and pitch and 'scend in a seaway, and thus to render unnecessary any

page_text: disposition of weights for that purpose. I employ the terms "roll" and
"pitch" and "scend" in the sense in which they are understood in nautical
phraseology. And further, I propose to render inherent in the form of the
bottom certain forces of an upward tendency, which will check and resist the
momenta of certain weights, suchasiron, armour,guns, and ordnance, which tend
seriously to endanger the useful properties of the ship. A volume of the
sustaining fluid is required to be so confined towards the extremities of bow and
stern that it will afford lifting power at the ends of the ship, and thus oppose the
tendency of the ship to pitch and 'scend imparted by the motion of the waves.
This fluid being to some extent confined must be removed before the
longitudinal oscillations of the vessel can become so extensive as to cause the
motions of pitching and 'scending. The form given to the body for
facilitating the free passage of the fluid along the middle longitudinal bottom,
and which necessarily causes a removal of displacement immediately under
the longitudinal centre line of the vesseltowards the two extremities, makes it
incumbent that a corresponding lifting power equal to that taken away should
be created at some other point or points to make up for the deficiency of
displacement which would otherwise have existed at the middle, and the
remedy for which I herein-after provide. I propose to increase that quality
of stability or steadiness with which the body rests upon the fluid, and the
difficulty by a lateral force to cause careening or an absence of the readiness
with which a body otherwise stiff against a lateral pressure leans or cants
over, and though a certain amount of the upward or lifting pressure supplied
by the sustaining fluid particles is withdrawn, yet, in consequence of certain
other active forces inherent in the form of the body itself, the tendency to
instability is counteracted. The longitudinal quarter vertical section, explained
further on, includes a termination of the fore and aft lines of the body, and
thus, at certain distances on each side of the middle line of the bottom, at
the ends, a double displacement is created, supplying two considerable lifting
forces, oue acting against the other, and so preventing rolling or careening.
The amount of displacement removed from under the middle line of the ship
at the fore and aft extremities being comparatively small, and in consequence
of the taper being drawn out at less than half the angle of ordinary single
after-end ships, we gain by this means increased displacement, and conse-
quently do not need so great a draft of water as in the other case when all
the longitudinal curves terminate at the centre line. The extent to which we
may carry out the principle of taking away displacement from under the
centre line and removing it in the direction of and nearer to the "broadside"
of the body renders it quite possible to so form the body that though without

page_text: cargo or ballast, or any other weight than that constituting the materials of
the structure, a ship may be made to cross any channel or ocean or proceed
from one port to another carrying as much canvas as ordinary ships generally
carry, and equipped in the usual way of sailing ships with all the weight of
gear and sails aloft, and equally safe should she encounter a heavy gale or
hurricane as other ships of the ordinary construction having a sufficiency
of weight in their bottom as ballast or cargo.
The next object of my Invention is to propel vessels by means of sails,
having first secured the aforesaid qualities in the hull for affording the greatest
support under a heavy lateral pressure of canvas, the ship being either loaded
or the hold "clean swept."
I now proceed to describe the manner in which I carry my Invention into
effect. I take a form resembling the body of any fast sea fish, say, for
instance, the dolphin and porpoise for a heavy class of ship, the mackerel and
bonito for a fleet description of vessel, and the sword fish for a fast class of
war vessel. I cut it through its length in two halves by a horizontal plane;
1 discard the dorsal half, and retain the ventral half to operate upon. I divide
the latter longitudinally through its middle by a vertical plane. I separate
these two halves or sections laterally, so as to leave a space between the two
plane surfaces, which are perpendicular and parallel to each other. The width
of this space may be either equal to or greater than the largest ordinate of
the largest vertical cross section of the solid at each side of the space as may
be required, according to the nature of the service for which the vessel is
intended. Each of the flat plane surfaces forming the sections of each solid
at the division now becomes a new axis, so to speak, fore and aft, one at cach
side of middle line, and corresponding with the quarter breadth of the con-
struction when completed. I obtain all the necessary curves for the transverse
vertical sections and for the horizontal and diagonal sections for the outside
surface of the body by cutting the quarter body with planes in various
directions and inclinations with the horizon or vertice. The space inside
of the longitudinal quarter sections and between the plane sectional
surface of the two quarter bodies I form by means of hyperbolic or
parabolic curves, or any other fair curves which join the two bodies
together in such manner that a hollow space is produced under the
breast of the bow, gradually diminishing until it becomes flat at the largest
cross section, where it again begins to hollow and continues to hollow
towards the stern, thus forming two distinct after ends below the counter.
At any given height above the line of deepest immersion at the largest
transverse section I produce a line corresponding in its function with the

page_text: height of main breadth in ordinary construction. This curve sweeps somc-
what in a downward direction as it approaches the apex of the bow, and it
sheers very little towards the after end. Another principal curve is the line
constituting the lower boundary of a vertical longitudinal section through the
middle of the structure; its function is to define the positions or points where
the various curves belonging to the longitudinal midship body unite and join.
This curve, which I designate "the mid-ventral curve," does not correspond
with any line or curve in ordinary construction; its extreme forward point inter-
sects the height of breadth line, and its aftermost extreme point touches the
same line as it crosses the counter and intersects the largest transverse section
at any point within the greatest immersed depth; the curve may be parabolic.
The other principal lines form the outline of the bottom at the quarter longi-
tudinal vertical section, and which correspond to the upper edge of the rebate
of keel and bearding at both ends in ordinary construction. These lines are
straight along the mid-bottom within any convenient distance from the ends
of the ship for the purpose of affording a sufficient extent of straight surface
along the bottom of the vessel to sit upon while in graving dock or on a
gridiron, otherwise I prefer that they should be curved lines fore and aft.
Forward they rise and curve inwards towards the middle line of the ship with
an easy and gradual sweep until they merge into the height of breadth at the
extreme point of beak, rounding into and partaking of the sweep of height of
breadth as sit approaches the middle vertical section. At the after end these
lines begin to curve from the straight portion upwards until they terminate
within a small distance of and under the aftermost bearings of the propellor
shafts, thus totally taking away that portion of the structure usually called
"dead wood." The body above the height of breadth may be fashioned
according to the nature of the service for which the ship is intended,
but it is preferred that the structure above the height of breadth
should diminish or fall inward, giving a roundness to its exterior, which
will tend to diminish the severity of the shocks which the seas and waves
produce in striking a fabric having upright or outspreading upper works.
The stem or centre of beak above the height of breadth I propose should
be carried back considerably, the face or cheeks also falling inwards from
the bow height of breadth at each transverse section, causing an angle more
or less acute in the transverse vertical sections at the point of height of
breadth. Another curve, merging into the height of breadth at the largest
transverse vertical sections, crosses said sections, and passes through the centre
of the propeller shaft. This line furnishes at its intersection of the various
transverse sections the position and height of the conjugate diameters of the

page_text: ellipses, forming the curve of each transverse vertical section below this height,
and its joining with the quarter longitudinal sectional curve the height of
main breadth, constituting the position of the conjugate diameters of the
elliptical transverse vertical sections of the immersed bow body. I form all
the transverse vertical sections for the full length of the immersed body ofany
portion of an elliptical curve between its transverse and conjugate diameters;
the perpendicular lines through that portion of the cross sections which are at
and correspond to what are herein-before termed "the quarter longitudinal
vertical sections "being the transverse diameters of the same figures, and
whose lengths are equal to twice the distance between the points of their
intersection of the line of floatation, and that line or curve forming the outline
of the bottom at the same longitudinal vertical sections. I complete the
remaining portion of the curves of the transverse vertical sections belonging
to the after body below the height of breadth by joining to them such curves
as will conveniently terminate at the various points of intersection of these
sections with the main breadth line. These lines or curves constitute the
principal lines and sections of the immersed body.
With regard to the rig to be adopted in conjunction with or auxiliary to
fluid propulsion, I dispense with all square sails or such sails as depend from
yards or booms crossing the masts. The objects I have in view are, 1st, to
simplify the rig itself; 2nd, to economise the use of canvas by spreading no
more than may be thoroughly effective with a wind pressure from a point or
direction which is understood in nautical phraseology as "before the beam;"
3rd, to employ to the utmost possible extent such description of sail or sails as
may be easily set, taken in, or reduced by reefing or otherwise handled with
facility and promptitude from the deck by a small crew of seamen under the
immediate direction and inspection of the officers with the intention of dis-
pensing with the necessity of sending men aloft to perform the operations of
handing and reefing, as in square-rigged vessels; 4th, to adopt such a shape
and make of sails as will present a flat surface to the wind, and obviate the
back draw to which the bagging or ballooning of some fore and aft sails are
liable when the vessel is sailing "close hauled" at that portion of the foot of
the sails next the sheet, thereby seriously interfering with the effectiveness of
these sails; 5th, to have the masts and bowsprit (if any) in one length, in
order that when made of iron they may be constructed in lengths, parts, or
sections in such manner that they may be raised and lowered, and so that
when the ship (if a vessel of war) is in action, or (in the case of any vessel)
going directly against a strong wind, they may be altogether taken inboard
and below the deck by machinery worked by any mechanical or other power;

page_text: 6th, to provide against the contingency of the masts being carried away in a
sudden squall or strong gale descending upon the vessel with great force while
full sail is set; 7th, to enable the ship to stay, wear, or perform any required
evolution when under canvas alone, and to sail within the finest possible angle
to the direction of the wind under a strong breeze.
To carry out the foregoing objects, in the first place, I take
any convenient
length for extreme length of masts above the upper deck, and then I take half
the extreme length of the vessel at her loaded line, and from a point at the
middle of this line set off above the main deck the height of the mainmast.
If the vessel is to have three masts, I place the foremast at a point upon the
loaded line half way between the mainmast and the point of greatest pro-
jection of beak or stern at the continuation of the height of breadth. I
make the full height of the foremast equal to the height of the mainmast;
I place the jigger mast, say, four-fifths its own length abaft the main-
mast; I make the stop of the fore shrouds and stays two-sevenths of the
mast's length below the head, the stop of the main shrouds one-third of
the mast's length below the head, and that of the jigger mast one-fifth of
its length below the head. I adopt any required number of shrouds, and
bring a fore and aft stay down from the top of the shrouds to a secure
holding at the deck within one or two feet of the next mast before it.
The foremast has also a fore and aft stay in the usual manner; I call these
the fore stay, the main stay, and the jigger stay. Upon each of these fore and
aft stays I set a sail as large as the space will admit of, having a boom at the
foot of each, to which the sails are laced or attached by means of points or
lastings. Above the main stay and jigger stay I have a boom, the inner and
lower end of which I secure by a goose-neck joint, or swivel joint, or ball-and-
socket joint to a hoop or saddle round the mast, or in small vessels I adopt
jaws instead. I carry
this boom up and a little above the stay, and within
such a distance of the next mast abaft as will allow of sufficient room for the
sheet tackles (which I herein-after explain) and of its blocks working freely.
I have a gaff above this boom to lower and hoist in the usual way, or, having
a swivel or other joint at the mast, I attach a sail to the booms and gaffs,
which may be laced or otherwise secured to them, or made to haul in and out
upon the boom and gaff, both of which may have hoops to which to attach the
sail. I call this sail (which is the chief peculiarity of the rig) when it has a
gaff at the end of the sail a trapezium trysail; it has its lower end or foot cut
by the going of and parallel to the stay immediately below the boom of this
sail, and thus that portion of the trysail liable to bag or belly out balloon
fashion, giving it a back drawing power, is taken away, and therefore this defect,

page_text: more or less common to all trysails, will not be experienced; staysails not being
liable to this fault may be advantageously adopted in conjunction with the
other. By means of these two sails set in the manner described, I fill up all
the space between the masts, and yet I have no canvas spread that will inter-
cept the force of the wind, and thus (as in many cases with square-rigged
vessels) interfere with its due effect upon other sails set at the same time.
With such a rig, telescopic masts made of iron may be lowered down below the
deck or behind an armour-plated tower above the deck, the shrouds and stays
being of chain or other flexible material, and allowed to lower down below at
the same time, and when needed the ship may be "ataunto" again with the
utmost despatch. I employ a pole or topmast for the mainmast for the purpose
of signalizing. In the case of large ships, I adopt a metal tube of suitable
diameter and strength, or I prefer chain in large ships having metal masts
telescopic fashion for the fore and aft stays, but I prefer wire in smaller vessels
when telescopic masts cannot be used. For the upper canvas I set gaff
topsails in the ordinary way above each gaff, and I set upou the aftermost of
all the masts or jigger a triangular sail tapering from the boom towards the
mast head having no gaff; instead thereof I set atry sail or leg of mutton sail,
as may be found most convenient. These sails may all be handled by the
crew from the deck, and in the event of a sudden squall of wind striking the
ship they may instantly be taken off the vessel or allowed to fly, thus giving
vent to the force of the wind; properly set, they would draw and fill within
three points of the wind, and would work with the same ease as a cutter's sails.
Isecure the sheet blocks of the trapezium trysail above the stop of the shrouds
of the masts next abaftit in order that the sheet tackle may work above the stay,
the end of the tackle-fall leading down to the deck. I have a tackle leading from
the end of the gaffs of the fore and main trapezium sails to the next mast head
abaft each in the fashion of the brace of a yard, my object being to support the
gaff' and to take a useless and injurious strain off the sail itself as well as a por-
tion of the weight off the sheet tackle. All these ropes leading down by the
side of the mast may be handled readily at the deck. In the case of large
vessels, Idivide the line of floatation into equal parts, the number of which will
vary according to the size of the vessel, and I fit a mast for each division, such
masts carrying sails as before described.
With the view of adapting the ship to a new mode of attack and defence I
give the fore body an excess of displacement over that of the after body for
the purpose of sustaining a heavier weight of armour plating or other
defensive armour upon the upper cheeks of the bow or beak of the vessel. I
protect this portion of the ship with thicker metal than the midships and after

page_text: part of the hull.
I carry back the surface of the bow above the height of
the greatest breadth, so that it presents a surface similar in form and shape
to the upper surface of a ploughshare; shot or projectiles will thus be more
likely in striking it to glance off without taking effect. For a line-of-battle
ship I mount a range of broadside guns upon a platform or deck, raised from
six to eight feet above the waterline; these guns are pointed obliquely through
the ship's side with their muzzles directed forward. I prefer that there should
not be any guns pointing from the bow. or stern in this range, and that they be
confined strictly to the broad side of the ship, that there may be no gun ports
further forward than the turn of the cheek of the bow. Above this gun deck
or platform I build another deck, which I call the main deck. At this main
deck I have rails and sheet iron upon suitable framing, constructed in lengths,
parts, or sections, for the purpose of protecting this deck, with the view of
affording the crew shelter when cruising. I adapt this portion of the upper
works of the ship for lowering or sliding down the ship's side inboard by
means of machinery or otherwise. Upon the main deck I erect a dome-like
iron structure heavily armour plated, and continued fore and aft within a
certain distance of the ends of the ship, and with a space ai the sides suffi-
cient to allow of the working of the ship, the two ends being rounded. I
pierce this structure for guns at both sides, which are to be pointed similarly
to the lower range, having in some cases a heavy gun at each end pointing
fore and aft. Before the ship goes into action the telescopic masts are housed,
nothing appearing above the dome excepting the pole of the mainmast for
signalizing, and the flag staff at the traffrail, and a little of the top of the
smoke funnel (if she has any). When in action her bow or beak is always pre-
sented to the enemy, this being the position of the greatest security against
any fire from the enemy's batteries, or from a ramming attack. When fire has
to be delivered by the guns of the broadside and dome battery 1 use double
propellors upon the double after-ends, and, by preference, of the construction
described in the Specification of my Patent, dated 20th May 1862, No. 1527.
A tractive force and a pushing force simultaneously exerted by the propellors
move the ship's head a little aside, which is gradually changed and noted by
the gunners' officer. Upon the guns pointing to the object of attack fire is
delivered, and simultaneously the tractive motion and pushing motion are
reversed, and the ship's head is brought back again through an arc of a circle,
say, a quadrant of a circle; the guns of the opposite side by the time the ship's
head has passed through this part of the circle, the muzzles pointing out of the
opposite broadside, and those pointing from the opposite side of the dome
battery bear upon the object of attack, when fire is again delivered from the

page_text: whole broadside batteries. While this mode of attack may be maintained, and
so long as the ship may not be flanked by other ships of the enemy, she may
possess a positive advantage over the enemy's ship, so far as the other ship
may not be adapted for this manoeuvre, and the extent she may deviate in
her tactics from that laid down. If this mode of attack and defence were
adhered to it would be impossible for two ships to do each other material
damage for a length of time if both were equally matched in respect of all
the improvements herein-before described, and were also equal in point of
size, weight of metal, and other respects. Indeed, a very small vessel might
in this manner attack and destroy a very large ship, because so long as her
bow could be kept pointing to the other the large ship could do her no injury,
but, on the other hand, the small vessel has the opportunity of delivering the
whole of her battery right into the enemy's broadside without it being
necessary for any other than a very slippery target to be presented for the
enemy's return fire.
I now proceed to explain the accompanying Drawings which illustrate my
Invention.
Figure 1, Sheet 1, is a side view or "sheer plan" of a double-ended ship of
war with bomb and shot proof battery, as herein-before described, pierced for
five guns at each side, and shewing the method of attaching the propellors at the
stern, and the rudder fitted inside the after-end outlining above propellorshaft.
The red lines indicate that portion of the structure belonging to the middle
longitudinal body, or which is inside and between the quarter longitudinal
vertical sections," and also that portion of the body between the height of main
breadth and the curve running through the centre of the propellor shaft.
Figure 2 is a half-breadth plan of the body of the ship below height of main
breadth. The lines and curves in this Figure corresponding to the same parts
of the body are also distinguished by red and black lines.
Figure 3 is a half-breadth plan of the body of the ship above height of
main breadth with deck plan of battery, shewing the deck space around
it and the portion of deck which it covers, and rendered bomb and shot proof,
and also shewing my plan of placing the guns at an angle with the middle
line of the ship having the muzzles directed forward.
Figure 4 is a view of the bow or "bow body plan" of the ship. The red
lines in this Figure denote the middle body; a cross section of the upper deck
battery is also here given.
Figure 5 is a view of the stern or "stern body plan." The red lines in this
Figure indicate the middle body and all those parts situated at the "haunch"
between the height of main breadth line and the curve passing through the

page_text: propeller shaft at the extremity of the after ends.
denotes the largest
transverse vertical section. The position of this section upon the loaded line
of floatation, or in relation to any line running through the length of the
immersed body is a principal element in the construction, as it determines the
character of the longitudinal curves to be employed in shaping the anterior
and posterior bodies below the line of deepest immersion. Indesigning a fast
vessel I prefer that this section should be situated within any two points upon
theline of floatation, say one-third and two-fifths of the extreme of this line, or
thereabouts, abaft its foremost extremity. In regard to ships intended for
slower speed, and having a long body amidships nearly parallel, it may be
placed furtheraft than these limits, as in that case the form will favor economy
of propelling power. In what I term "fine construction," it will be necessary
to place the largest transverse section at a point more nearly approaching the
head, in order that the forces of director head resistance, friction, and suction
may be diminished to their minimum effect upon the rapid forward motion of
the body. B, D, F, H, K, L, M, indicate the transverse sections of the bow or
anterior body, and 2, 4, 6, 8, 10, 12, 14, 16, 18, the same sections of the stern
or posterior body, which are placed at any convenient distance apart. L'is
the loaded line or position of construction plane of floatation. In ships of
war its position is determined by the following considerations, viz., thenumber
of ranges of guns, the surface to be covered with defensive armour and its
weight, the weight of the shell or hull, the weight of bomb-proof upper deck
battery, the motive machinery, the equipment of the ship, and other circum-
stances. In a single-banked ship, with range of five guns at each side under
bombandshot proof battery, as delineated in Sheet 1, the top height (hereafter
referred to) should not be more than 4 to 6 feet above the water; in some
cases 3 feet will be enough of top side above the water line, and with a total
immersed depth of 11 to 12 feet sufficient displacement can be obtained for
sustaining the whole fabric and its contents with a fair proportion of length to
breadth (say, length to breadth as 55 to 1); extreme length is not
desirable, and does not contribute to high speed, as depth of immersion in all
cases must in all cases. be an important element independent of extreme
breadth of beam. HB is the height of main breadth. This line intersects the
largest transverse vertical section at a point very little above the loaded line,
the distance varying with the size of the vessel; it should never be below the
waterat this section, always a little above, and as it goes aft it should continue
to increase its distance either in a straight line or slightly sheered, as the
curves forming the transverse sections immediately below the height of main
breadth line are thus eased, and the horizontal sections near the water of

page_text: outside bodies finer drawn, so that the after body leaves the fluid without
creating a suction force at this part. The height of main breadth line before
the largest transverse vertical section as it is continued forward droops more
and more in a gentle curve, sweeping down, so that at the outline of cut-
water it touches the same at some point below the water line. Sis a line or
curve which joins the height of main breadth at its intersection of the largest
transverse vertical section, and sweeping downwards as it crosses the transverse
sections 2, 4, 6, 8, 10, 12, 14, 16, 18, passes through the centre of the
propellor shaft; its use is herein-before described. I prefer the propellor
shaft to have the same inclination as this line at its aftermost extremity.
T, H, is the top height, which is straight fore and aft, excepting at the extremity
of the vessel, where it sweeps up as it rounds the bow and stern, and meets
the centre line of vessel at its highest poiut. The object of giving this rise to
the topheight line at the ends of the vessel is to continue upwards the inclined
surfaces of thesolid work and armour coating at both ends, and so help to pre-
vent the destructive effects of a raking fire. M,V, represents the midships longi-
tudinal vertical section or "mid-ventral curve." It is a parabolic curve, having
its origin at the beak of the vessel, and of which the loaded line or any of the
horizontal lines are chords. Q, V, Figures 1 and 2, are the longitudinal quarter
vertical sections, or what I designate the "outer ventral curves" in Figure 1.
They correspond to the vertical longitudinal planes of the two halves of the
fish's form after the division has been effected. These lines in Figure 2
at the bowend converge towards the centre line of the vessel and meet at cut-
water at the same point which joins the height of main breadth, the concave
or hollow portion under breast of bow being between these two lines or curves.
The outlines of the bottom which these lines bound are intended to imitate as
far as possible the belly or lower portion of a fish, and I designate them
the "outer ventral curves" upon the sheer plan, Figure 1, "quarter longi-
tudinal sections" upon the half-breadth plan, Figure 2, and "quarter vertical
sections" upon body plans, Figures 4 and 5. They are not necessarily
longitudinal sections running through the ship's body at the quarter extreme
breadth, as they may be longitudinal vertical sections with any required
distance at each side of the middle line. They supply the points of the endings
of all the transverse and most of the longitudinal sections, say, horizontal and
diagonal sections of the inside and outside bodies. They are continued fore and
aft straight along the bottom, say, for two-thirds length of the vessel, or less,
as may be thought desirable for the vessel to sit upon when in graving dock or
on a gridiron, the two ends sweeping up, as appears upon the Drawing, thus

page_text: taking away the dead woods. h, h, h, h, h, are horizontal sections outside
longitudinal bodies, and h¹, h', h¹. h', ', are horizontal sections inside longi-
tudinal bodies. 1), R, represents the upper deck rail height, which has no
sheer; B, P, B, Figure 1, shews the bomb-proof battery in elevation; B1, P¹, B',
Figure 3, in deck plan; G is a longitudinal section of the guns in position;
P is the propellor fitted upon the shaft at an inclination corresponding to
direction of the line S; V is the rudder, which is placed above the shaft of the
propellor between it and height of loaded line, and inside the outlining of the
stern below the counter; its axis is either vertical or inclined a little, and the
surface is widest at the water line.
Figure 1, Sheet 2, is a profile representation or side elevation of a double-
ended ship, shewing the battery and guns, propeller, rudder, mast turrets
above the crown of the battery, and also the color poles. This Figure
represents a ship of war having the main or upper deck guards or bulwarks
lowered down inboard, and prepared for action. Figure 2, Sheet 2, is
a bottom view of the same ship, shewing the portions of the bottom;
which are hollow or concave towards the ends, and the double after-ends as
carried out.
Figure 3 is a plan or bird's-eye view of the upper deck and battery, shewing
the falling in of the top sides above height of main breadth, and likewise
shewing the deep space around the battery for working the ship, and the
portion covered and rendered bomb proof. Figure 4 is a bow view, and
Figure 5 a stern view of the ship.
Figure 1, Sheet 3, is a representation of one of the heaviest class of ships
constructed according to my Invention, or a double-banked iron clad com-
pletely rigged and equipped for a cruising expedition. This ship is what I
term the dolphin class." A portion of the movable bulwarks or guards of the
upper or working deck is represented as lowered down at amidships, exposing
some of the guns amidships out of the doine or main deck battery; the lower
deck guns are also shewn pointing through the broadside; there are no gunsat
the ends, as herein-before proposed. This ship has four telescopic masts in
four lengths, each length being supported by a set of chain shrouds leading
down before and aft the centre of middle line of mast, and either one stout
chain fore and aft stay from the head of apper length or section of mast, or a
chain stay leading from the head of each length down to the top of the
battery or deck, upon which are set stay sails, as shewn. S, S, S, S, fore stay
sail, main stay sail, mizen stay sail, and the jigger stay sail; T, T, T, are the
first trysail and the second and third trysails; each trysail has a spar or gaff

page_text: attached to its inner end, resting upon the head of each length or section of
the telescopic mast, and borne up by topping lifts, and fitted with brails and
down-hauls. A pole of wood is placed at the head of each mast for setting a
light triangular sail, or for hoisting signals upon.
The operation of dismantling or reducing sail is performed as follows:--The
third length or section of the mast is lowered down into the second length,
when the spar carrying the upper trysail is also lowered down, and by means
of the brails and down-hauls the sail is taken up snug, both spar and sail
being thus secured to the spar underneath the topping lifts, and peak ties of
the same continuing in use. Simultaneously the fore and aft stays are taken
in at their lower ends as the mast comes down, a portion of the sail at the
tack adapted for removal being unlaced and taken away. By means of
machinery below the deck or under the battery the shrouds and stays are all
at the same time taken in as the mast comes down, a sufficient strain being
made to bear upon them for supporting the masts while it is being lowered or
set up;
the stay having being brought down at the head equal to the length of
this section of the mast, the lower portion up to the first reef band is taken up
and secured by the points or lashings. In further reducing the sail the next
section of the mast below is lowered down in a similar way, and the sail is
taken up until the smallest quantity of sail remains upon the ship; and in
order to place the ship under "bare poles," the sails are completely unbent,
and the spars carrying the trysails are unshipped, then put below, while the
masts are altogether taken in below the turrets, leaving only the color poles
above the mast turrets. In this class of vessel I carry up the solid work and
the iron armour at the ends, and bury the ends of the main deck battery by
building a forecastle deck and poop deck as a further protection. I protect that
portion of the deck outside the battery and between it, and the bomb and shot
proof battery, by one inch or two inch plates of iron beneath the flat of deck
and upon the beains.
In preparing for action I take in the sails and masts, as before described,
and clear the decks outside the battery, under which are placed all the scuttles
and hatches of the lower deck, access to the battery being effected by proper
doors at the after end, or in some cases at the fore end or sides. The bulwarks
or deck guards are lowered down fore and aft. The ship's crew retire under
the battery when she is exposed to a destructive fire, and the men being thus
protected work the ship and guns.
61
Figure 2, Sheet 4, is a vessel of the mackerel class, and which I term
single banked," having two masts, and instead of trysails upon the boom

page_text: "
over the fore and aft stay I set a "leg of mutton or triangular sail; this
sail is attached to two booms or spars, one at the top and one at fore part of
the sail, up and down the mast. Tackles attached to the latter boom haul up
the sail to the masts. The process of dismantling for action is similar to that
described with reference to Figure 1, but more simple.
Figure 3, Sheet 4, represents a three-masted vessel of the tunny or bonito
class, with the bulwarks all up fore and aft, the guns being thus masked, and
the vessel is seen as she would appear under ordinary circumstances; the rails
of the bulwarks are intended to be supported outboard by stays made to ship
and unship in all these cases, as shown in the Figures 1, 2, 3; these rails may
sometimes be fitted for hammock nettings.
Figure 4, Sheet 4, represents a ram of the "sword fish" class lightly rigged
with two raking masts, which can be lowered when necessary. All these
vessels are double-ended, and have no steam or smoke funnels, as I desire to
dispense with steam power entirely for driving the submerged propellors. In
the "sword fish" class of vessels of war I employ two guns at the bows, and
in some cases dispense with the battery; the hull above water is kept very
low, and every possible obstruction to speed is removed. These vessels arc
designed for chasers, and in a sea fight are intended to perform a correspond-
ing office to light cavalry in military operations.
It is not necessary here to point out the parts of this Invention applicable
to vessels for other purposes than that of war, as the same construction of
immersed bodyand shape of upper works with the rig, herein-before described,
may be adopted with equal advantage in mercantile and other vessels.
And having now described the nature of the said Invention, and in what
manner the same is to be performed, I declare that I claim,-
First, constructing ships on lines obtained by taking the form of a fast sea
fish, cutting it horizontally and longitudinally by a plane, and adapting the
belly or ventral portion, which is also first cut or divided by a plane vertically,
to the construction of double on bi-formed after ends, the divided portious of
the fish or fish form being separated at any convenient distance apart, the
sections or plane surfaces being cut by the vertical plane perpendicular and
parallel to each other, as herein-before described.
Second, constructing ships with the hollow form under the breast of the
bow between the extremity of the bow and the largest cross section where the
bottom becomes flat, as herein-before described.
Third, constructing vessels in which the following new curves and lines, or
some of them, are introduced, namely:-1st, that line running fore and aft

page_text: immediately above the line of deepest immersion called height of main breadth,
by giving it a peculiar downward, sweep forward and the gentle rise along
the after body in a straight line, or otherwise a curve, and which is more
distinctly defined in the transverse sections, having at their intersection an
angular form at the points where this curve crosses them. 2nd, that line
running along the longitudinal centre of bottom, and herein-before called "the
mid ventral curve." 3rd, that curve joining height of main breadth at largest
transverse section, and sweeping downwards towards the propeller shaft,
passing through its centre and in the direction of its inclination. 4th, the two
lines or curves defining the bottom and the bow below height of main breadth,
and which cut off all that part of the body at both ends called "dead wood,"
and which lines I have designated "outer ventral curves."
Fourth, transforming iron or other vessels of the ordinary single-ended
construction, having great proportionate length and narrow beam, intodouble-
ended ships, by cutting them into two parts vertically and longitudinally along
the "centre line," and removing the two sides of the vessel, after the division
at any convenient or necessary distance apart, and by applying the lines and
curves herein-before described, the two halves of the ship and again joined
and become a double-ruddered vessel, as herein-before proposed.
Fifth, constructing ships with the main or upper deck bomb and shot proof
battery upon the middle portion of the said deck extending fore and aft within
any convenient distance of the ends of the vessel and the sides, leaving a
sufficient space of deck around it to afford space for the crew to work the ship
outside the battery under ordinary circumstances, which is rounded at the
ends, and a cross-section of which may be dome-shaped, and made bomb and
shot proof by plating or otherwise.
Sixth, placing guns through the sides of the said battery, and also upon any
deck or decks below through the ship's side, in any number of ranges pointed
at an angle of 45°, or any other inclination with the middle line of the ship,
with their muzzles directed forward to enable the head of the vessel to be always
directed towards the object of attack, and so avoid the necessity of presenting
her broadside, which latter affords the enemy a broader object of aim, and
also a more direct hitting surface; also using the double propellers in con-
nection therewith for manoeuvering the ship when in action, so as to move the
head a little to either side, and thereby cause the guns to bear upon the object
of attack, and make it unnecessary to propel the ship through an extended
sweep, in order to bring the guns of the opposite side to bear.
Seventh, masting any rigging ships, as delineated in Figures 1, 2, 3, 4,

page_text: Sheet 3, so far as relates to those sails called fore and aft sails, which are set
upon stays from the mast head to deck abaft the mast immediately before it,
and the sail to the other mast having a boom resting at its lower end upon
a suitable bearing, the after end of which is elevated so as to travel over the
before-mentioned stay, the sheets and other gear belonging to the same
being suited to its peculiar working.
Eighth, building that portion of the upper works, called bulwarks, of vessels
of war with batteries, as herein-before described, in lengths, parts, or sections,
and in such manner as to facilitate their being lowered down inboard by means
of suitable machinery, and in order that this light and frail part of the upper
works which are intended for the protection of the crew under ordinary
circumstances may be taken inboard and behind the armour when in action,
so that it may not be destroyed, while the space round the battery is at the
same time cleared for taking aim.
Ninth, the employment in ships of double rudders, one under each quarter,
and upon the double after ends, placed inside the propellor or before it and
above the propellor shaft, say, between it and the loaded line, the rudder shafts
being carried up and worked either together or independently of each other,
its broadest part being at the loaded water line, and its narrowest part at the
lower portion next the shaft of propellor.
Tenth, the principle of taking away displacement or lifting power from the
vicinity of and under the longitudinal centre of the bottom of ships, and of
removing the same in the direction of and near to the "broadside" of the body,
say, immediately under what are herein-before termed the "outer ventral
curves," thus creating the maximum stability with the minimum extreme
breadth with the object of diminishing the injurious tendencies of the vessel to
"roll" and "careen," and of doing away with those uneasy and dangerous
lateral motions which an experienced in the case of vessels with great beam,
very fine bottoms, having considerable weights placed low down in the hold;
and also of hollowing the longitudinal midship bodies towards the ends of the
vessel, which, whilst it will offer the utmost freedom for the fluid to pass along
the bottom, will also confine it in such a manner that it cannot slip from under
the ship's body at those parts towards the extremity in a dipping motion, but
which will offer a solid resistance to the descent of the extremities, and in that
way ease the longitudinal oscillations of the vessel, and which motions are
herein-before termed "pitching" and "'scending," and which will also render
impossible the dangerous tendency of the vessel to "poop" or bury her head
under water.

page_text: Eleventh, defending the fore end or bow of ships of war above the water
line, and a little below it, with thicker metal and heavier armour than at
midship or after part of vessel, to enable the ship to offer at this part greater
resistance to the impact of projectiles when fighting bow on.
In witness whereof, I, the said John Kennedy, have hereunto set my
hand and seal, this Twenty-sixth day of April, One thousand eight
hundred and sixty-four.
JOHN KENNEDY. (L.S.)