IMPROVEMENTS IN STEAM AND OTHER LIFEBOATS AND VESSELS, AND IN BOLLERS FOR STEAM LIFEBOATS AND VESSELS
Year: 1869

page_text: LETTERS PATENT to Carl Wolfgang Petersen, of the City Road, in
the County of Middlesex, Master Mariner, for the Invention of
"IMPROVEMENTS IN STEAM AND OTHER LIFEBOATS AND VESSELS, AND IN
BOLLERS FOR STEAM LIFEBOATS AND VESSELS."
Sealed the 24th June 1870, and dated the 30th December 1869.
PROVISIONAL SPECIFICATION left by the said Carl Wolfgang Petersen
at the Office of the Commissioners of Patents, with his Petition,
on the 30th December 1869.
I, CARL WOLFGANG PETERSEN, of the City Road, in the County of
Middlesex, Master Mariner, do hereby declare the nature of the said
Invention for "IMPROVEMENTS IN STEAM AND OTHER LIFEBOATS AND VESSELS,
AND IN BOILERS FOR STEAM LIFEBOATS AND VESSELS," to be as follows:-
My Invention relates chiefly to lifeboats and other vessels having
air chambers rising above the deck fitted with air shafts, water-tight
doors, and glazed openings for admitting light, and my improvements
consist,―
1st. In constructing said air chambers above mentioned of hemi-
spherical form for the purpose of opposing less resistance to the winds
and waves than is the case when constructed of other forms.

page_text: 2ndly. 1 provide self-righting steam lifeboats and other vessels with
two funnels fixed one within the other, leaving space between the two,
the centre funnel leads from the furnace and waste steam pipe, and the
other funnel is open from end to end for admitting fresh air into the
engine room, or the central funnel may be used for that purpose, and the
outer funnel for the passage of smoke and waste steam. I employ a
self-closing cap of the following construction for preventing water from
entering the aforesaid funnels when the boat capsizes. The cap is
pivoted to the outer funnel and fitted so as to be air-tight when closed,
and is kept open by a counterbalance weight when the boat is in her
right position, and retained open by a spring cup which holds the
weight until the boat is in the act of capsizing, but just before doing so
the cup becomes released and the counterbalance weight by its gravi-
tating force closes the cap and thus prevents water from entering the
funnels when the boat capsizes. This self-closing cap is applicable to
the funnels and air shafts of vessels not propelled by steam.
3rdly. I provide cowls for the funnels and air shafts of lifeboats and
other vessels constructed in the following manner:-1 connect the
cowl to the top of the funnel or air shaft by means of a central rod
which serves as an axis for the cowl to turn upon; this rod passes
through the top of the cowl and has a screw nut passed thereon which
prevents the cowl from coming off when struck by a sea or high wind
or on the boat being capsized. The cowl is so fitted as to allow the
before mentioned self-closing cap to close and open freely.
4thly. In building lifeboats with a double skin I make the space
between the inner and outer skin, and each rib or frame a water-tight
compartment, near the bottom of which and near the keel at the out-
side of the boat I adapt a screw valve which is flush with the boat's
bottom. The use of this valve is to discharge any water that may enter
the said compartment, and also to admit air into the same when the boat
is ashore. The said valve serves also to ascertain at what part of a
boat a leak has sprung in the event of her having struck on rocks or from
other cause. This valve is also applicable to other vessels built with
water-tight compartments.
5thly. I construct rudders of lifeboats and other vessels either wholly
of sheet metal or of metal and wood combined. When made entirely
of metal I so shape it that when doubled or bent over it shall be capable
of receiving between such folded or bent parts a circular plate of metal

page_text: revolving on a pin or axis, or I form the upper part of the rudder solid
and the lower part hollow or double to receive a wheel or roller, as
above mentioned, to enable the rudder to pass over hard substances and
thus prevent the rudder being carried away. I also form a separate
piece of metal to fit into the edge of the rudder and form the hinge on
which it turns, and on the stern post of the vessel I rivet or bolt a metal
bead over which the aforesaid piece of metal fits so as to be capable of
sliding up and down thereon, thus enabling the rudder to lift should it
strike on any hard substance. I also pivot the tiller at the top of the
rudder so that when the latter is raised the inner end or handle of the
tiller will not rise therewith.
6thly. I construct the centre board case of lifeboats and other vessels
in the following manner, that is to say:-I form the top of the case
which is open to the water level with the deck of the vessel, leaving
sufficient space on both sides of the centre board to relieve the boat
from the overflow of water and to act in the place of the relieving tubes
now in use, and I form the centre board as follows:-Near the pivotted
end of the centre board I provide a lever arm, to the end of which I
connect tackles, ropes, or chains for raising and lowering the same.
By these means that part of the centre board which enters the water
is perfectly free from chains or other tackle of any kind that may be
used for raising and lowering it as heretofore employed, whereby the
board may be conveniently retained in position and all liability of
fouling the same is avoided.
7thly. I construct the boilers of lifeboats and other vessels propelled
by steam in the following manner:-Instead of forming the inside of
a marine boiler with stays or tie rods to strengthen it as heretofore
commonly practised, I propose in lieu of such said stays or tie rods to
employ bulkheads formed of plates of metal fixed vertically at suitable
distances apart, and rivetted or otherwise securely fixed to the sides of
the boiler, and I form a series of openings near the edges of the said
bulkheads for the passage of the water and steam in the boiler into the
several compartments formed by the bulkheads. By these means I give
increased strength to the boiler and take off the strain occasioned by the
weight of the whole body of water being thrown against the opposite
end or side of the boiler when a vessel is rolling or pitching as is now
the case, whereas by this Invention each bulkhead or breakwater takes
the weight of the water contained in its respective compartment;

page_text: moreover I am enabled to ascertain the height of the water in the boiler
with greater facility.
8thly. I arrange the leading of steam pipes from the top of the boiler
to the steam chest so that whatever position the boiler may be in from
the rolling or pitching of the boat the steam pipes and cylinders of the
engines can never be choked by the water in the boiler. I
propose to
place the steam chest about midway of the length of the boiler, and in
the event of the boat capsizing I prevent the water in the boiler from
entering the steam chest by means of cocks and self-acting weighted
levers, operating in the same manner as above described in reference
to the self-closing cap. The righting of the boat will open the said
cocks, but in case of the boat remaining capsized for such a length of
time as would prevent the steam escaping from the boiler I provide
for such contingency and avoid explosion by placing a safety valve at
the bottom of the boiler, which will allow the steam to escape until the
boat rights herself.
9thly. 1 provide the furnaces of lifeboats and other vessels having
self-righting properties which are propelled by steam with an additional
set of fire-bars placed above the ordinary fire-bars to prevent the
fuel getting displaced and falling behind the bridge when the boat
capsizes.
10thly. In order to effect the shipping and unshipping of the screw
propeller in steam lifeboats and other vessels I make an opening in
the dead wood or stern post of the boat to receive the screw as com-
monly practised in vessels propelled by screws, and to the upright edges
of said openings I fix eye bolts at a convenient distance above the
horizontal propelling shaft; these eye bolts are intended each to receive
a ring bolt, the upper or straight part or stem of which fits loosely in
such eye bolts, and the ring part of the aforesaid ring bolt fits loosely
over each end of the boss of the screw so as to allow the latter to
revolve freely therein, but the said rings should be so connected as not
to become detached from the boss of the screw. The propelling shaft
is intended to slide into the boss of the screw for connecting it to the
shaft so as to turn therewith, or the connection may be made by other
known mechanical contrivances, but the manner of connecting the
shaft with the screw and of disconnecting it therefrom forms no part
of my improvement, which relates solely to the means I employ for
shipping and unshipping the screw, and which I am enabled to use in

page_text: all weathers. To the upper end of the stem of each of the before-men-
tioned ring bolts I attach a rope or chain either at one or both sides of
the dead wood, and leading down to the deck. I also attach another
rope or ropes, or chain or chains to an eye formed on the edge of the
ring part of one or other of the before-mentioned ring bolts for hauling
the screw up when the propelling shaft has been disconnected there-
from, and I ship or unship the screw or remove it from and insert or
place it in the opening in the dead wood in the following manner, that
is to say: Suppose the screw to be in its place and the propelling shaft
connected thereto, in order to unship the screw the shaft is first discon-
nected therefrom, when the screw remains suspended by the aforesaid
ring bolts. By slackening the ropes or chains connected to these bolts
the screw will fall out of the opening in the dead wood, after which
the screw may be hauled on deck by the side rope or chain before
mentioned. To ship the screw it is simply necessary to lower the same
and haul up the ropes or chains of the ring bolts, by which the screw will
be brought into its proper position in the opening in the dead wood
in consequence of the aforesaid ropes of the ring bolts always remaining
rove in the eye bolts fixed to the opening as above stated, after which
the propelling shaft is connected to the screw.
11thly. I employ self-acting relieving tubes of the following con-
struction in lieu of the centre board case before referred to. I fit any
convenient number of tubes to different parts of the deck of the boat or
other vessel and lead the bottom of the said tubes through the bottom
of the said boat or other vessel, and provide the top edges of the said
tubes with spring lids or covers, the power of the springs being so
adjusted as to allow any water that may be on the deck from the shipping
of a sea to pass down the tubes into the water in which the boat or
other vessel is floating. The lids or covers should be so fitted as to
prevent any water from passing up the tubes.
12thly. The water tanks of lifeboats and other vessels I provide with
a valve for the purpose of filling the same with water. The valve
consists of a perforated pipe formed with flanges at both ends for fixing
it water-tight in the tank. At the upper end of the aforesaid pipe I
form a female screw into which fits a male screw formed on an upright
valve stem of metal, to the lower end of which a water-tight washer
or valve is attached; this valve is made smaller in diameter than the.
aforesaid perforated pipe, so as to leave space for water to pass through

page_text: the aforesaid perforations into the tanks which are formed closed at.
every other part except that part by which the water enters the bottom
of the aforesaid perforated pipe. An internal flange is formed inside
the bottom of the said pipe for the before-mentioned water-tight washer
or valve to bed upon for shutting out the water when required. A
handle is fixed to the upper end of the aforesaid valve stem, by turning
which in one direction the valve may be raised from its seat and the
water of flotation be allowed to pass the valve and fill the tank. A
reverse movement of the handle will close the valve. The tank may
be emptied of the water by an ordinary ship's pump when it is required
to lighten the boat or for other purposes.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Carl Wolfgang Petersen in the Great Seal Patent
Office on the 30th June 1870.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, CARL
WOLFGANG PETERSEN, of the City Koad, in the County of Middlesex,
Master Mariner, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Thirtieth day of December, in the
year of our Lord One thousand eight hundred and sixty-nine, in the
thirty-third year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said Carl Wolfgang Petersen, Her special
licence that I, the said Carl Wolfgang Petersen, my executors, adminis-
trators, and assigns, or such others as I, the said Carl Wolfgang Petersen,
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,
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 STEAM AND OTHER LIFEBOATS AND VESSELS, AND IN BOILERS
FOR STEAM LIFEBOATS AND VESSELS." пpon
upon the condition (amongst others)
that I, the said Carl Wolfgang Petersen, 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

page_text: 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 Carl Wolfgang Petersen, 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, reference being had to the 2 Sheets of
Drawings hereunto annexed, and to the letters and figures marked
thereon, that is to say:-
My Invention is illustrated in the accompanying Drawings, in which
Figure 1 is a central longitudinal section of a steam lifeboat fitted with
improvements of my Invention; Figure 2 is a part sectional plan of the
same; and Figure 3, a transverse section amidships.
My first improvement consists in constructing the air chamber or
chambers A (with which the boat is provided for the purpose of
enabling her to right herself when capsized) of hemispherical form
(more or less), whether such chambers are disposed at the bow and stern
or amidships, or both, as shown in the diagrams, Figure 5. These air
chambers may be provided with man-holes or doors fitted water-tight,
by which access may be had when necessary to the interior of the boat,
glazed openings being also provided in said chambers for admitting
light. By constructing air chambers of hemispherical form they may
be of greater dimensions then heretofore, so as to increase the self-
righting properties of the boat, whilst opposing less resistance (owing to
their rounded form) to the wind and waves than is the case when
constructed of any other form.
My improvements consist, secondly, in providing self-righting steam
lifeboats and other steam vessels having self-righting properties with
double funnels or shafts B, C, fitted with a self-closing valve D to
prevent the ingress of water when the vessel is capsized, a cowl E being
also provided to keep out the water when the waves break over the
vessel. The two funnels B and C are mounted the one within the other,
with a space between the two about equal in area to that of the inner
funnel or chimney C. The latter leads from the furnaces and waste
steam pipe, the outer funnel B being open from end to end for admitting
fresh air to the furnaces, or the central funnel C may be used as an air

page_text: shaft, and the outer funnel for the passage of smoke and waste steam.
To prevent the water entering the aforesaid funnels when the boat
capsizes I provide the self-closing valve D before mentioned. This
valve is mounted above the inner and shorter funnel C and within the
outer funnel B, and oscillates on an axis or spindle a which passes
through and is supported by the sides of said funnel. This valve is
fitted to be water-tight when closed by means of projections or flanges C¹
formed on the inside of funnel C, against which the valve D abuts
when closed to prevent the pressure of water opening the same. This
valve D is operated automatically by means of a pendent weight b
carried on an arm keyed on the end of spindle a. This weight serves
to keep the valve open until the boat capsizes. In the latter position
the gravitating force of the weight rotates the spindle a and closes the
valve. To prevent the simple rolling or pitching of the boat affecting
the position of the valve a spring cup c is provided to retain or check
the ball 6 until the boat is nearly capsized, when the cup which until
then is kept up to the ball by a spring d is caused to release the weight,
which is then free to fall and close the valve as above mentioned. The
cup is released by means of an arrangement shown more clearly in the
detail view on an enlarged scale, Figure 6. It consists of one or more
rollers e carrying a light frame f, which is connected with the rod c¹ of
the cup c by means of a short length of chain, as shown. This roller
carriage is disposed in a casing g, the floor of which has a recess g¹ at
the middle for the reception of the roller carriage, the two end portions g
being slightly inclined downwards thereto. The recess g¹ is of such
depth or its ends terminate at such an inclination or are so shaped that
the roller carriage will be retained therein notwithstanding the pitching
and rolling of the boat, and will not escape therefrom until the boat has
attained a certain degree of inclination, when the roller carriage will by
its own gravity escape from the recess towards one or other end g³ of
the casing. This movement of the roller carriage overcomes the force
of the spring d, and depresses the cup c to release the weight d, as
before mentioned. When the boat is again righted the inclined floor g
returns the roller carriage to the recess g¹ and the weight is again
checked by the cup. The roller carriage is furnished with side friction
rollers to ensure its free movement within the casing, and the latter is
provided with roughened or serrated surfaces h, h, disposed as shown
in order to retain the roller weight at one or other end of the case until

page_text: the boat is again righted, the top of the roller carriage being also
roughened to correspond. The valve D I prefer to form of two semi-
circles of unequal radius, so that when the valve is closed the larger
half will abut against the projecting ledge C', and be held in that
position by the pressure of the water on the greater half. The cowl E
is pivoted on a central rod i mounted on the top of the funnel or air
shaft, as shown. This rod passes completely through a socket piece i' at
the top of the cowl, which is secured by means of a nut screwed on
the end of the pivot or stem i, so as to prevent the cowl being carried
away when struck by a sea or high wind or when the boat is capsized.
The socket rests on a shoulder formed on stem i, and the lower part
of the cowl may bear slightly against the sides of funnel or air shaft.
The cowl, which is free to turn in every direction, is mounted entirely
above the valve D so as not to interfere therewith. The valve and
cowl may be similarly applied to the ordinary funnels and air shafts
of lifeboats and other vessels having self-righting properties.
My Invention relates, thirdly, to improvements in lifeboats and other
vessels constructed with a double skin. The improvements are illus-
trated in Figures 7 and 8, and consist in making the space between the
inner and outer skins and each rib or frame a water-tight compartment.
At the bottom of this compartment F near the keel I provide a screw
valve fitted flush with the boat's bottom and opening outwards, the
use of which is to discharge any water that may enter the said compart-
ment, and also to admit air into the same when the boat is ashore.
This valve j at same time serves to ascertain the locality of a leak should
one occur. Figures 7 and 8 show the methods of fitting the said valve
to the water-tight compartments whether the vessel is built of wood or
iron.
My Invention relates, fourthly, to the method of hanging the rudders
of lifeboats and other vessels and constructing it to receive a metal disc
or wheel to enable the rudder to pass over hard substances and prevent
its being carried away. These improvements are illustrated in Figures 1
and 2, the rudder and its hinge being shown in the latter Figure in
sectional plan and detached from the vessel. G is the rudder, which I
make either wholly of sheet metal or of metal and wood combined.
When made entirely of metal I so shape it that when doubled or bent
over it shall be capable of receiving between such folded or bent parts
the disc or wheel H mounted to revolve freely therein on a pin or axis k,

page_text: or I form the upper part of the rudder solid, and the lower part hollow
or double to receive the said wheel, both of which methods are shown
in the two views, Figure 9. In either case instead of hanging the rudder
directly to the stern post of the vessel, as usual, I interpose a piece of
metal to which the rudder is hinged by a pin l, as shown, and which
is formed to fit on a circular bead of metal rivetted or bolted to the
stern post. The piece is formed to embrace the bead and is capable
of sliding up and down thereon, thus connecting the rudder securely to
the stern post, and at same time enabling it to lift should it strike on
any hard substance. I also connect the tiller I to the top of the rudder
by means of a horizontal pin or pivot passing through, as shown, so that
when the rudder rises the inner end or handle of the tiller will not rise
therewith but will remain ready to the hand of the helmsman, the slot
in the tiller being made of a sufficient length to permit of its oscillating
on its pivot when the rudder rises.
My Invention relates, fifthly, to improvements in the boilers of life-
boats and other vessels propelled by steam, which I construct in the
following manner:-Instead of forming the inside of a marine boiler
with stays or tie rods to strengthen it as heretofore, I employ bulkheads
in lieu thereof formed of plates of metal fixed vertically at suitable dis-
tances apart and rivetted or otherwise securely fixed to the sides of the
boiler, which is thus divided into compartments. In the Drawings these
bulkheads are shown as applied to horizontal boilers, but they are also
applicable to vertical boilers. m are the bulkheads around the edges of
which are a number of openings m' seen in Figure 4, which is n
transverse sectional view of the boiler and furnaces taken on line 1, 2,
Figure 2, by which openings m¹ the several compartments into which
the boiler is divided communicate with one another for the passage of
the water and steam. By means of these bulkheads I give increased
strength to the boiler and prevent the whole body of water being thrown
against the end or side of the boiler when the vessel pitches or rolls, as
is now the case, as each bulkhead or breakwater m sustains the weight
of the water in the adjoining compartment, the shock of the water put
in motion by the movement of the vessel being thus equally distributed
throughout the boiler. Moreover I am enabled to ascertain the height
of the water in the boiler with greater certainty.
My Invention relates, sixthly, to improvements the object of which
is to facilitate the application of steam power to lifeboats and other

page_text: It
vessels designed to proceed to sea in very rough weather. For this
purpose I arrange the leading of the steam pipes from the top of the
boiler to the steam chest (which is constructed separate from the steam
space in the boiler), so that in whatever position the boiler may be from
the rolling or pitching of the boat the steam passages and cylinders of
the engines can never be choked by the water in the boiler. This
peculiar arrangement of pipes is shown at K in the Drawings.
consists of a coil or serpentine pipe, the ends of which communicate
at opposite points with the upper part of the boiler, above which the
said pipe passes across from side to side in a triple coil or serpentine,
as shown more clearly in Figure 4. The steam chest L is preferably
mounted on the boiler about midway of its length and communicates
with the central part of each serpentine k, which are provided at either
end of the boiler by means of pipes n fitted in the case of lifeboats and
vessels having self-righting properties with cocks n' operated by self-
acting weighted levers n* keyed thereon. The steam is conveyed from
the steam chest to the engine cylinders through pipes o communicating
therewith 'and fitted with the necessary valves or cocks o' to be operated
from the deck for regulating the admission of steam to the cylinders.
The cocks n serve to prevent the passage of water to the steam chest
in the event of the boat capsizing as the weights are caused by their
gravity to assume the position shown in red lines when the boat is
bottom up so as to cut off the communication. When the vessel is
again righted the pendent weights n' return to their normal position, in
which they abut against the stops or blocks n³ and the passage is again
opened. In the event however of the boat remaining capsized for such
a length of time as to endanger the safety of the boiler by reason of
the steam therein finding no ready escape, I provide a safety valve J
at the bottom of the boiler opening out through the bottom of the
vessel by which the accumulation of steam may escape until the boat
rights herself. This supplementary valve J is rendered necessary as the
usual safety valve M is mounted in the steam chest as shown, and the
exit of the steam by it is therefore cut off when the vessel capsizes by
the action of the weighted cocks n². The said valve J is carried on
a stem or rod passing through a tube fixed within the boiler and retained
by a spring as in an ordinary safety valve arranged as shown or
otherwise. To provide against the weight of water in addition to the
pressure in the boiler when the vessel is in her normal position it will
be necessary in practice to load the supplementary valve J to a few

page_text: pounds greater pressure than that to which the ordinary safety valve M
is loaded. oare cocks or valves operated by self-acting weights similar
to those n¹ before described for automatically cutting off the supply of
steam to the engine cylinders when the boat capsizes, and after she has
righted herself to prevent the boat running away from the crew who
may have been thrown into the water. In this case a recess in each of
the said weights engages with a spring catch or detent p, by which the
weight is held in the position shown in red lines until released by hand
from deck by raising the handle p¹ to readmit the steam to the cylinders.
p³ are stops for the weights to abut against.
My Invention consists, seventhly, in providing the furnaces of lifeboats
and other vessels having self-righting properties and which are propelled
by steam power with an additional set or sets of fire-bars placed parallel
one above the other and mounted so as to prevent the fuel (which is
liquid) being displaced and running behind the bridge when the boat
rights herself after capsizing. I employ petroleum or other suitable oil
or liquid as fuel. The arrangement of fire-bars above mentioned is
shown in longitudinal and transverse section in Figures 1 and 4, and in
end and side view Figure 10, the latter being a section on an enlarged
scale. I would observe that the use of oil or other liquid as fuel for the fur-
nace forms no part of my Invention. r are the fire-pars formed with a
number of recesses or troughs on the upper surface to hold the oil, the
under side being preferably brought to an angle, as shown, so as to present
as little obstruction as possible to the draught in the furnace. The fire-
bars are hung on pivots 7 at either end supported in the bridge and
front of the furnace, as shown, on which they are free to oscillate with
the rolling of the vessel so as to maintain a position as nearly horizontal
as possible, and when the boat capsizes the bars will swing completely
round and so catch the body of liquid which may be at the bottom
of the furnace chamber and prevent it running entirely behind the
bridge, the bars in each tier being placed alternately with those in the
tier above, so that the liquid is equally distributed thereon. The liquid
is supplied from the fuel tanks N (Figure 2) through supply pipes 8 by
the aid of a feed pump (not shown) operated by a crank or eccentric
on the screw shaft or from any other convenient part of the machinery,
and is introduced and distributed over the fire-bars in the furnace by
perforated pipes s running along the furnace chamber. As the feed
pump is operated by the machinery of the vessel which is stopped when

page_text: the vessel capsizes as before mentioned, the supply of fuel will also be
cut off and renewed only with the motion of the machinery when the
vessel rights herself. O are the flues leading from the smoke boxes of
the boilers for conveying the unconsumed gases and products of com-
bustion to the chimney C.
My Invention relates, eighthly, to improvements in the means of
shipping and unshipping the screw propeller or propellers in steam life-
boats and other vessels, by which I am enabled to accomplish that
object when at sea and in rough weather. In steam lifeboats I prefer
to employ two propellers disposed to work in an opening in the dead
wood at the stem and stern of the boat. P, Figures 1 and 2, is the
screw shaft mounted in suitable bearings and operated by the engines
in any known and convenient manner. When the boilers of steam
lifeboats are placed in the line of the shaft, as shown, a longitudinal
tubular opening is provided through the water space of the boiler or
boilers for the shaft to pass through. At either end of the vessel a
portion P of the shaft is made moveable in a longitudinal direction
independently of the main shaft P, the squared ends of each movable
portion P¹ being received in corresponding sockets in the end of the
shaft P and in the boss of the screw. The longitudinal movement of
each part P' for the purpose of throwing the screw in or out of gear is
effected by the aid of a hand lever På or clutch, through which the
shaft P¹ passes as seen, or the connection may be made by other known
mechanical contrivance, but the manner of connecting the shaft with
the screws and of disconnecting it therefrom forms no part of my
improvements, which relate solely to the means of shipping and unship-
ping the screw. For this purpose I encircle the boss of the screw in
two collars disposed one at either end of the boss in grooves formed
therein. Each collar is provided with a stem or rod passing through
a guide t¹ fixed to the edges of the opening in which the screw works
by which the collars are held, the boss u rotating freely in said collars.
To each rod I attach a chain or rope Q, as seen, which I pass up
either at one or both sides of the dead wood through suitable guides
on the deck. I also attach a rope or chain R to an eye formed on one or
both collars for hauling the the screw upon deck when the propelling
shaft has been disconnected therefrom, and I ship or unship the screw
or remove it from and insert or place it in the opening in the dead wood
in the following manner, that is to say;-Suppose the screw to be in

page_text: its place and the propelling shaft connected thereto, in order to unship
the screw the shaft is first disconnected therefrom by sliding the part P
by the aid of lever P to withdraw the end from boss u. The screw
now remains suspended by the collars t, and by slackening the ropes
or chains connected thereto the screw will fall out from the opening in
the dead wood, when it may be hauled on deck by the side rope or
chain R before mentioned. To ship the screw it is simply necessary
to lower the same and haul up the ropes or chains Q, by which the
screw will be brought into its proper position in the opening in the
dead wood, in consequence of the said chains Q always remaining rove
in the guides or eye bolts t¹, after which the propelling shaft and screw
may be again put in gear.
My Invention relates, 9thly, to improvements to be applied to the
relieving tubes of lifeboats and other vessels, which tubes are thereby
rendered self-acting. For this purpose I fit any convenient number of
tubes to different parts of the deck of the vessel, and lead the bottom
of said tubes through the bottom thereof. Figure 11 is a vertical
section of a relieving tube provided with my improvements. S is the
tube which is preferably square in form or square at the top and round
at bottom. Near the upper end of this tube I provide a pair of spring
flaps v, hinged towards opposite sides of the tube S and opening down-
wards from the centre, as shown in red lines. These flaps v tend by the
action of their springs to keep closed, but the power of the said springs
is so adjusted that the flaps will yield to the weight of any water
that may be on deck and in the upper part of the tube from the
shipping of a sea, which will pass down the tube into the water in
which the vessel is floating. When closed the flaps abut against a
projecting ledge and cross piece fixed within tube S, to prevent any
water passing up the tubes; a is a grating provided over tube S. As
regards the general arrangement of the steam lifeboat shown in Figures
1 and 2 the whole of the steam chests, pipes, and safety valves M are bored
in by the raised casing X on the deck, the handles for working the
steam cocks o' and catches p only projecting above. The machinery
being disposed as above described does not in any way interfere with
the use of the oars. V are the thwarts.
My Invention relates, 10thly, to improvements in lifeboats and other
vessels not propelled by steam in which centre boards are employed.
These improvements are illustrated in Figure 12, which is a central

page_text: longitudinal section of a lifeboat provided with a centre board con-
structed according to my Invention. T is the centre board constructed of
metal in the ordinary manner and mounted on a pivot T¹ within a
centre board casing U as usual. At the pivoted end of the centre board T
I provide a lever arm W, to the end of which I connect the tackle for
raising and lowering the same. By these means that part of the centre
board which enters the water is perfectly free from the chains or other
tackle of any kind heretofore employed for raising and lowering it,
whereby the board may be conveniently retained in position and all
liability of fouling the same is avoided. I prefer to construct the
centre board case U with the top level with the deck, and of such width
as to leave sufficient space on both sides of the centre board to relieve
the boat from the overflow of water, and to serve in lieu of the relieving
tubes above mentioned, but this construction of centre board case forms
no part of my present Invention.
My Invention consists, 11thly, in providing the water tanks of such
lifeboats or vessels with an arrangement of valve or valves for admitting
water to the tanks. Z are the water tanks, in which I dispose a per-
forated pipe Z' formed with flanges at both ends for fixing it securely
in the tank; y are valves each carried on a stem y' screw threaded at
the upper part and working in a corresponding screw tapped in the
cover of the tube Z'. A handle y is fixed to the upper end of the
valve stem y', by turning which in one direction the valve may be raised
from its seat and the water of flotation allowed to pass the valve y and
fill the tank, a reverse movement of the handle y closing the valve.
The tanks Z are formed closed at every part except the valve opening,
and the water passes into said tanks through the perforations in pipe Z'.
The cover of the tube Z is perforated for the admission and egress of
air; Z are ordinary ships' pumps for emptying the tanks Z when it is
required to lighten the boat.
Having described the nature of my Invention, and the manner of
performing the same, I declare that what I claim as my Invention to be
protected by the herein-before in part recited Letters Patent is,-
1st. Constructing the air chambers of lifeboats and other vessels
having self-righting properties of hemispherical or nearly hemispherical
form (more or less), substantially as shown and for the purposes
specified

page_text: 2ndly. The combination of the double funnels B, C, with the self-
closing valve D and improved construction of cowl E, arranged and
operating substantially as shown and described.
I also claim the combination of the self-closing valve D and cowl E
operating as herein-before described with ordinary shafts or funnels.
I further claim the arrangement of roller weight, and the improved
form of casing g in combination with a spring cup c, arranged and
operating substantially as shown and described and for the purposes
specified
3rdly. In lifeboats and other vessels constructed with a double skin
I claim making the space between the inner and outer skins and each
rib or frame a water-tight compartment provided with a screw valve j,
all as described and illustrated in Figures 7 and 8 of the Drawings, and
for the purposes set forth.
4thly. The improved method of constructing the rudders of lifeboats
and other vessels to receive a wheel or disc, substantially as shown and
described in reference to Figures 1, 2, and 9 of the Drawings.
Further I claim hinging said rudder to an intermediate sliding piece l,
enclosing a bead on the stern post, substantially in the manner shown
and described, and for the purposes specified.
Further I claim pivotting the tiller I to the top of a rudder so hinged
to rise so that when the rudder rises in passing over a hard substance
the tiller handle will not rise, as herein-before described.
5thly. Constructing marine steam boilers with compartments formed
by transverse or longitudinal bulkheads or breakwaters constructed
and fixed therein, substantially as described and shown in Figures 1, 2,
and 4 of the Drawings and for the purposes specified.
6thly. Constructing the steam chest of a marine boiler separate from
the steam space in said boiler, and connecting the two by an arrange-
ment of pipes such as that shown at K, K, in the Drawings for
maintaining a free passage for the steam to the steam chest notwith-
standing the pitching or rolling of the boat.
In combination with the leading of the steam pipes K and n, as herein.
before described, from the boiler to the steam chest of steam lifeboats
and vessels having self-righting properties, I claim the self-closing

page_text: cocks u, operating substantially as shown and described for cutting off the
passage of the water through the steam pipes when the vessel is capsized.
I also claim the combination and arrangement of self-acting cocks
and detents or catches p, operating substantially as described and shown
and for the purposes set forth.
7thly. Providing the furnaces of steam lifeboats, and other steam
vessels having self-righting properties with an additional set or sets of
fire-bars mounted to oscillate and turn on pivots when the vessel rolls
or capsizes, as described and shown and for the purpose mentioned.
.
8thly. The improved means of shipping and unshipping the screw
propeller or propellers of steam lifeboats and other vessels illustrated in
Figure 1, and which consists in mounting the boss of the said screw
to rotate in collars suspended by chains or ropes passing through guides
to the deck, the collars being also connected to side ropes or chains for
shipping and unshipping the screw, as described.
9thly. Providing the relieving tubes of lifeboats and other vessels
with self-acting spring lids or flaps for closing the tube to the upward
passage of the water, but permitting of the downward escape of any
water shipped on deck, arranged and operating substantially as shown
and described.
10thly. Providing centre boards with a lever arm fixed at or near
the pivoted end of such centre board, to which the raising and lowering
tackle is connected, as shown and described and for the purpose set
forth.
11thly. Providing the water ballast tanks of lifeboats and other
vessels not propelled by steam power with a valve or valves, arranged
and operated as shown and described, for admitting water to the tanks
as required.
In witness whereof, I, the said Carl Wolfgang Petersen, have
hereunto set my hand and seal, this Thirtieth day of June, in
the year of our Lord One thousand eight hundred and seventy.