IMPROVEMENTS IN THE CONSTRUCTION AND PROPULSION OF SHIPS AND YACHTS
Year: 1875

page_text: LETTERS PATENT to Edward Henry Cradock Monckton, of Fineshado,
Northamptonshire, for the Invention of "IMPROVEMENTS IN THE
CONSTRUCTION AND PROPULSION OF SHIPS AND YACHTS."
:
PROVISIONAL SPECIFICATION left by the said Edward Henry Cradock
Monckton at the Office of the Commissioners of Patents, with
his Petition, on the 22nd May 1875.
I, EDWARD HENRY CRADOCK MONOKTON, of Fineshade, Northampton-
shire, do hereby declare the nature of the said Invention for “IMPROVE-
MENTS IN THE CONSTRUCTION AND PROPULSION OF SHIPS AND YACHTS,” to be as
follows:-
- My improvements consist,-
"
Firstly. In constructing what I term the flying Prahu ship, which is a
very long and narrow vessel, having both its, ends alike, each end being
furnished with rudders and, having two smaller, but also long and narrow
vessels attached to it on each side at some distance off as outriggers,
whereby the ship is prevented from rolling, and which are so arranged as
to be removeable at pleasure.

page_text: And, Secondly. In introducing very large paddle wheels, or in lieu of
them screw propellers, or both, between the ship and the outriggers on
each side. This forming the general principle of construction I proceed
to point out what I deem to be good proportions for a rapid ocean-going
vessel, whether driven by steam, sails, or otherwise, though any other
proportions may be used that may be deemed desirable to suit it for
special purposes.
I prefer to make the hull of my vessel of great length, not less
than 600 feet long, by not less than 30 feet beam and not less than 30
feet deep. The hull is built up inside similarly to the Menai Bridgo,
and formed as a single or double tunnel properly girdered and backed,
which system insures stiffness and prevents any chance. of central
collapse, or a back bone of crossed girders may be constructed so as to
rise centrally above the deck.
The building of ships and methods of applying ties and girders is so
well known that it is unnecessary to describe in detail methods of con-
struction understood by all. One or more moveable reels are inserted in
cases placed along the centre of the hull, by preference, which can be
speedily raised by the engine. These keels may however be placed on.
either side or on both sides of the hull. Under special circumstances I
make these keels by preference in the form of those used in the
American cat boats.
The outriggers I prefer to construct in the form of cylindrical hollow
double pointed cones, of from not less than 200 feet up to 300 feet long,
by 10 feet more or less in diameter. These I secure to the hull by:
means of strong iron bands and girders, from 15 to 20 feet is the distance
I prefer to place them from the hull on each side. Thus, the true beam
of the entire vessel would in this case be from 80 to 90 feet in itself, a
space sufficient to prevent much oscillation or rolling. The paddle wheels
should be not less than 50 feet in diameter by 15 to 20 feet in width;
being of great size would also be always protected and working in
nearly smooth water. In lieu of these wheels screw propellers could also
be advantageously applied. The vessel's great length would also admit
of several masts and a large spread of canvas.
.
I prefer to build the hull nearly flat bottomed with a very fine run at
each end for entering and leaving the water.

page_text: Besides the rudders at each end of the hull I introduce four others,
two on each side behind and before the paddle wheel or screw arranged
so as to be shipped or unshipped at pleasure, and thus in case of an
accident occurring to one there would be ample safety in being able to.
resort to the others. The outrigger cylindrical conical vessels would. be
secured to the hull for about 100 feet of their central length by a frame-
work of curved girders forming an arch, and this framework supported
by the cylinders would form the outer support of the paddle wheel
shaft.
The saloons and cabins are furnished with my suspended balancing
frames which retain their level, and which may be used for supporting
beds, tables, chairs, &c. These frames consist by preference of iron or
metal strongly secured to the deck or in any other suitable position, which.
are furnished with ball-and-socket joints or double suspension oscillating
frames like those used for ships' compasses on which beds, tables, and
chairs may be placed or secured when desired.
The fast speed of the flying Prahu ship, well supported as she is on
each side by her outriggers, prevents almost entirely any rocking or
pitching motion, and a speed of from 25 to 30 knots an hour may be.
safely calculated on; this speed would give the vessel a momentum of her
far beyond and quite independent of the slower motion of the waves, as
sho would pass from wave to wave without being influenced save
very partially by them, and that again would be reduced to a compound
motion composed of the motions of the wave about to be.left. The fresh'
wave about to be entered on, together with those of the intermédiate
ones over which the vessel was passing, in short, the motion of ordinary
ships tending to cause sca sickness would be here reduced to zero.
It will at once be seen that stability, together with great velocity
being the object to be attained, the finely tapered ends of the ship will
cut into and divide the waves in her front rather than ride over them. In
order however that she should not be run under water, I enlarge the
hull at the prow when well above the water line so as to give greater
buoyancy thero in bad weather, and cover her in above, thus both
increasing deck' space and affording shelter for her crew.
:
By another system I cause two long hollow flattish cylindrical cones
to project from the two ends of the ships, which latter are always
:

page_text: covered or nearly covered with water, and which always holding the
water while they add to the length also, and buoyancy prevent tendency
to pitching. In this case the vessel is steered by means of the rudders
secured in the space between the ship's sides and the outriggers.
I further apply my moveable outriggers of various constructions to
ordinary ships as now existing.
The outriggers are attached to the vessel by means of catches and sliding
and revolving bars, and levers secured by nuts and plates, and otherwise,
so that when necessary they could be easily and rapidly removed from
either or both sides, such as on entering harbours, docks, &c. The vessel 1
would then occupy much the same space as an ordinary paddle wheel
ship, or about 62 feet over all, both the ship itself and the outriggers
would be subdivided into numerous water-tight compartments, and jury
masts could be fitted if desired on to the outriggers themselves.
The above principles are applicable also in the construction of yachts 1
and smaller vessels, as also for those for carrying cattle and cargo
generally where steadiness as well as speed is desirable.
The advantage of having the paddle wheels working in a channel of
nearly smooth water is obvious, and this would result from the pro-
tection given by the outriggers.
Vessels so constructed could be used as ferries for transporting goods
and other trains, if so desired, in addition to their other arrangements for
carrying goods and passengers.
When the sea is rough there must of necessity be a strong breeze; sail
would then be set, and the vessel be kept very steady and free from 2
rolling by the lee outrigger, as well as the large paddle wheels preventing
this tendency; the little motion left would be overcome by the balancing
frames.
It is not to be supposed that a large vessel driven over the ocean by
powerful machinery shall have motion, but by the novel method of a
construction the great speed, the facility for steadying by means of sails
in bad weather, the great size of the paddle wheels working in nearly
smooth water and the balancing frames, this motion can be reduced to
zero, and would probably be much less than that of an express train.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patenţ
filed by the said Edward Henry Cradock Monckton in the Great
Seal Patent Office on the 1st October 1875.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, EDWARD
HENRY CRADOCK MONCKTON, of Fineshade, Northamptonshire, send
greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-second day of May, in the year
of our Lord One thousand eight hundred and seventy-five, in the thirty-
eighth year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said Edward Henry Cradock Monckton, Her
special licence that I, the said Edward Henry Cradock Monckton, my
executors, administrators, and assigns, or such others as I, the said
Edward Henry Cradock Monckton, my exccutors, 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, use, 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 CONSTRUCTION
AND PROPULSION OF SHIPS AND YACHTS," upon the condition (amongst
others) that I, the said Edward Henry Cradock Monckton, my
exccutors 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 Edward Henry Cradock Monckton, 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 statement and accompanying Drawings, that is
to sav

page_text: .
furnished with rudders and having two smaller but also long and narrow
vessels, by preference cylindrical, with conical ends attached to it on each
side at some distance off as outriggers, whereby the ship is prevented
from rolling and which are so arranged as to be removeable at pleasure.
And, Secondly. In introducing very large paddle wheels, or in licu of
them screw propellers, or both, between the ship and the outriggers on
each side. This forming the general principle of construction I proceed
to point out what I deem to be good proportions for a rapid ocean-going
vessel, whether driven by steam, sail, or otherwise, though any other
proportions may be used that may be deemed desirable to suit it. for
special purposes.
I prefer to make the hull of my vessel of great length, not less than 600
feet long, by not less than 30 feet beam, and not less than 30 feet deep.
The hull is built up inside similarly to the Menai Bridge, and formed as
a single or double tunnel, properly girdered and backed, which system.
insures stiffness and prevents any chance of central collapse; or a back-
bone of crossed girders may be constructed so as to rise centrally abovo
the deck.
:.
The building of ships and methods of applying ties and girders is so
well known that it is unnecessary to describe in detail methods of con-
struction understood by all. One or more moveable keels are inserted in
cases placed along the centre of the hull by preference, which can be
speedily raised by the engine. These keels may however be placed on
either side or on both sides of the hull. Under special circumstances
I make these keels by preference in the form of those used in the
American cat boats.
:
The outriggers I prefer to construct in the form of cylindrical hollow.
double-pointed cones of from not less than 200 feet up to 300 feet long,
by 10 fect, more or less, in diameter. These I secure to the hull by
means of strong iron bands and girders; from 15 to 20 feet is the dis-
tance I prefer to place them from the hull on each side. Thus the true
beam of the entire vesssel would in this case be from 80 to 90 feet, in
itself a space sufficient to prevent much oscillation or rolling. The
paddle wheels I prefer to make of a great diameter and width; these
would also be always protected and working in nearly smooth water; in a
lieu of these wheels screw propellers could also be advantageously

page_text: applied. The vessel's great length would also admit. of her having
several masts and a large spread of canvas.
I prefer to build the hull nearly flat-bottomed with a very fine run-at
each end for entering and leaving the water.
Besides the rudders at each end of the hull I introduce four others,
two on each side behind and before the paddle wheels or screw, arranged
so as to be shipped or unshipped at pleasure, and thus in case of an
accident occurring to one there would be ample safety in being able to
resort to the others. The outrigger cylindrical conical vessels would bo
secured to the hull for about 100 feet of their central length by a frame-
work of curved girders, forming an arch, and this framework supported>
by the cylinder would form an outer support if required for the paddlo
wheel shaft.
.
The saloons and cabains are furnished with my balancing frames, which
retain their level, and which may be used for supporting beds, tables,
chairs, &c. These frames consist by preference of iron or metal strongly
secured to the deck, or in any other suitable position, which are furnished
with ball-and-socket joints or double suspension oscillating frames, like
those used for ships' compasses on which beds, tables, chairs, &c., may
be placed or secured when desired, I also use water baths for floating my.
cabins as well as my berths or beds, in addition to their other supports.
and stays, and I apply india-rubber sheeting all round, to prevent tho
escape of the water, while clastic springs are used all round so as to
prevent them from tilting too much on being used, I also use a longi-
tudinal bar attached to the cot having a sliding weight, which will at
once keep the body in the desired position on being pushed backwards
or forwards.
F
The fast speed and length of the flying Prahu ships, well supported as
she is on each side by her outriggers, prevents almost entirely any.
rocking or pitching motion, and a speed of from 25 to 30 knots an hour
may be safely calculated on. This speed would give the vessel a
momentum of her own for beyond and quite independent of the slower
motion of the waves, as she would pass from wave to wave without
being influenced save very partially by them, and that again would be
reduced to a compound motion composed of the motions of the wave
about to be left, the fresh wave about to be entered on, together with
those of the intermediate ones over which the vessel was passing, in short

page_text: the motion of ordinary ships tending to cause sea sickness would be here
reduced to zero.
It will at once be seen that stability, together with great velocity,
being the object to be attained, the finely tapered ends of the ship will
cut into and divide the waves in her front rather than ride over them.
In order however that she should not be run under water I enlarge the
hull at the prow when well above the water line, so as to give greater
buoyancy there in bad weather, and cover her in above, thus both
increasing deck space and affording shelter for her crew.
By another system I cause two long hollow flattish cylindrical cones 1
to project from the two ends of the ship, which latter are always covered
or nearly covered with water, and which always penetrating into and
below the surface of the water hold it, so that while they add to its
length and buoyancy also prevent tendency to pitching. In this case the
vessel is stecred by means of the rudders secured in the space between 1
the ship's sides and the outriggers.
I further apply my moveable outriggers of various constructions to
ordinary ships as now existing.
The outriggers are attached to the vessel by means of catches and
sliding and revolving bars and lovers, secured by nuts and plates and 2
otherwise, so that when necessary they could be easily and rapidly
removed from either or both sides, such as on entering harbours,
docks, &c.; the vessel would then occupy much the same space as an
ordinary paddle wheel ship, or about 62 feet over all; both the ship
itself and the outriggers would be subdivided into numerous water-tight 2
compartments, and small masts are fitted if desired on to the outriggers
themselves.
The above principles are applicable also in the construction of yachts
and smaller vessels, as also for those for carrying cattle and cargo, and
generally where steadiness as well as speed is desirable.
The advantage of having the paddle wheels working in a channel of
nearly smooth water is obvious, and this would result from the protection
given by the outriggers.
3
Vessels so constructed could be used as ferries for transporting goods
and passenger trains, if so desired, in addition to their other arrangements 8
for carrying goods and passengers.

page_text: When the sea is rough there must of necessity be a strong breeze, sail
would then be set, and the vessel be kept very steady and free from
rolling by the lee outrigger as well as the large paddle wheels preventing
this tendency; the little motion left would be overcome by the balancing
frame berths.
It is not to be supposed that a large vessel driven over the ocean by
powerful machinery shall have no motion, but by the novel method of
construction, the great speed, the facility for steadying by means of sails
in bad weather, the great size of the paddle wheels working in nearly
smooth water, and the balancing frames, this motion can be reduced to
zero, and would probably be much less than that of an express train.
I further apply my following improved system to balancing cabins
and other objects on board ships in order to keep them on a level. I
apply my supports either by the means of suspension, such as are used
in ships' compasses, or by means of a ball-and-socket arrangement;
these supports are placed either so as to correspond as nearly as possible
with the level of the floor proposed to be kept free from motion, and the
level of the centre of gravity of the cabin or other object to be balanced,
so as to reduce the motion, if any, to a minimum, by permitting the
motion of the cabin to be self-regulating; or else I place my weights below
the level of the supports, but not above them. By this construction the
supports of a cabin would be in a line with its floor, and the counterpoise.
weights below that line. By these means it is obvious that the cabin
floor will always have less motion than the weights, if set in motion,
swinging below, for the more the cabin floor is hung below the supports
of the cabin itself, it is obvious that it must partake the more of any
pendulous swings caused by the sudden rolling and pitching of the ship,
from which it has not time to recover. The cabin must necessarily be
of sufficient weight to prevent oscillation from the movements of the
passengers, but this weight should be distributed as nearly as possible on
the level or horizontal line of support, so as to make this line pass
through or nearly through the centro of gravity also. Where this
cannot be done the weight must be placed below these supports, but as
nearly approaching to them as can be effected.
In order to prevent motion by the passengers moving about my swing
cabin I adjust springs to the supports or otherwise, so that their friction
and pressure will act as a counterpoise to the movements of the people

page_text: within, while the far greater weight of the cabin itself will enable it to
overcome this comparatively small resistance, and swing freely.
By another method, or in addition to the above, I place beneath the
floor of my swinging cabin another floor attached to and swinging with.
it. On this I place four heavy weights attached by a coiled spring or
otherwise to each. These weights are connected with the floor above
them by means of these springs, or by short cords or chains, so that on
the floor of the cabin having a tendency to tilt over on people moving
about, these springs and weights will always act as an additional counter-
poise should the springs attached to the supports not prove to have a
sufficient resistance.
I further employ paper and pulped wood and vegetable fibrous
material in the construction of various parts of ships. For these purposes
it is not ncessary, after the gummy matter is removed, that the pulp be
cleaned or whitened as in the process for paper-making, nor is it in most
cases necessary that the pulp should be made fine. The alfa grass is
very suitable material for this purpose, as also the roots of clover and
the stalks of rye. This material may also be more or less saturated
with non-combustible solutions, as those of alum, borax, silicate of soda,
and others of the same nature, used for steeping cloth and rendering it
incombustable. The pulp so prepared is pressed in moulds to suit the
parts where it is required to be used, and thus much labor in fashioning
is saved, while at the same time a greatly increased strength is given
through the crossing and interlacing of the fibre. For vessels of war
this is of vast importance, as forming a most valuable backing for armour
plates, preventing splinters from cannon shot and the bursting of shells,
and affording a protection against fire. As a backing for armour plates,
its strength, as well as to a certain degree its yielding nature, will enable
the plate to resist the impact of the bullet more casily, while on the
other hand a shell bursting in it would do, comparatively speaking, little
injury to the crew. As the wheels of railway carriages formed of pulp
are found capable of resisting the shocks to which they are subjected
better even than iron, so in ships constantly subjected to great strains
from their weight and the motion of the sea the interlaced fibre would
also give a greater resistance while retaining that which is here
also much required, namely, a certain amount of pliability which iron
alone does not possess. This pulp may also be combined with marine
gluc, and be similarly pressod and moulded, and boats could thus be

page_text: made in one piece without join much more durable than those of ordinary
construction.
DESCRIPTION OF DRAWINGS.
Figs. I., A, B, is the deck view of the hull; c, d, and e, f, are the
conical cylindrical outriggers attached to the ship by girders G, G, G, G;
P, P, are the paddle wheels.
Fig. II'., A, B, represents a sectional view of the hull A, C; and B, D,
are the flattish cylindrical conical ends projecting beyond the hull, and
are either covered or nearly so by the water, which they are intended to
penetrate and hold, thus preventing pitching.
Fig. III., W, W, are the driving wheels; H, a cross section of the
hull; R, R, cross sections of the cylindrical outriggers; G, Ġ, G, G,
represent a general view of the position of the ties and girders which
unite the outriggers on each side of the hull; L, water level; a, a, aro
balance cot frames.
While I disclaim knowingly to have availed myself of the Invention
of others, I claim, my improvements in ship building as substantially set
forth in my Specification. I do not restrict myself to the shape or the
size of my ships so long as the principles of construction are adhered to.
.
In witness whereof, I, the said Edward Henry Cradock Monckton,
have hereunto set my hand and seal, this Twenty-ninth day of
September, in the year of our Lord One thousand eight hundred
and seventy-five.
TARTALMAL