IMPROVEMENTS IN SHIPS
Year: 1887

page_text: Date of Application, 11th Jan., 1887
Specification Accepted, 11th Jan., 1888
I, ROBERT MCCOLLUM FRYER, of Brooklyn, in the State of New York, United
States of America, Engineer, do hereby declare the nature of my invention for
IMPROVEMENTS IN SHIPS, and in what manner the same is to be performed to be
particularly described and ascertained in and by the following statement:-
My invention relates to the construction of iron ships, and the principal objects
sought to be attained are simplicity and economy in construction; the production of
a vessel which shall be absolutely fire-proof and practically non-sinkable, and which
shall possess in the highest degree the requisites of solidity, rigidity, and ability to
resist shocks and strains; to so dispose the weight of material, the machinery, and
the necessary supplies as to make the vessel self-ballasting; to provide means for
easily handling and controlling the vessel at sea and in port; and to provide for the
health, convenience, comfort, and safety of both passengers and crew.
To these ends the invention consists in the construction hereinafter fully described
and claimed.
In the accompanying drawings, which form part of this specification, Fig. 1
represents a perspective view of a ship constructed according to my invention, with
a portion of the upper deck removed. Fig. 2 represents a central vertical longitu-
dinal section. Fig. 3 represents a horizontal section through the main saloon
immediately below the upper deck. Fig. 4 represents a similar section through the
lower saloon, and Fig. 5 a similar section immediately below the lower deck. Figs. 6
and represent two of the transverse plates which divide the structure into sections,
and take the place of the ordinary ribs and cross-beams of vessels as heretofore
constructed. Fig. 8 represents one of the transverse plates and a portion of the
outside sheathing or hull in perspective. Fig. 9 represents a transverse section
through the ship in rear of the engine-room, showing two of the boilers in end eleva-
tion. Fig. 10 is a similar_section taken immediately in front of the engine, and
looking toward the stern. Fig. 11 represents a section through the engine-room on
the line 11, 11, Fig. 10, the engine being shown in elevation, with parts broken
away. Fig. 12 represents a perspective view of the stern of the vessel. Fig. 13
represents the keel of the vessel in side elevation, the central portion and one of the
Price 1171

page_text: side plates being broken away. Fig. 14, represents a vertical section through one of
the stairways; Figs. 15 to 24 represent modifications of the construction illustrated
in the other Figures of the drawings, and are described as follows, viz.-Fig. 15
represents a cross-section of a vessel and shows the T-brace system by which the deck
and keel are united. Fig. 16 is a similar view showing the arrangement of the
engine and its connections. Fig. 17 represents a horizontal section on the line 1-1,
in Fig. 18. Fig. 18, represents a sectional elevation of the same. Fig. 19 represents
the combined keel and keelson in side elevation. Fig. 20 represents a horizontal
section on the line 2-2 in Fig. 19. Fig. 21 represents a transverse section, showing
the location of the boilers. Fig. 22 is a similar view showing the arrangement of
keel, keelson, and bottom, and the manner of supporting a single propeller shaft.
Fig. 23 represents a further modification of the construction and arrangement shown
in Fig. 22. Fig. 24 shows in side elevation a portion of the combined keel and
keelson shown in Fig. 23.
With the exception of the keel and the bearings and fittings of the shaft and engine,
the entire structure which forms the subject of this invention is formed of rolled plate
iron or steel, which is the simplest product of the rolling-mill, and which is produced
by the ordinary rolls with which every mill is provided, thus avoiding the use of
special machinery for the production of any part of the hull or frame of the vessel,
and even the keel may be made entirely of metal plates, as will be hereinafter
explained.
Instead of the ordinary ribs of iron vessels, as heretofore constructed, I employ iron
plates, which are erected on and secured to the keel, and which correspond in size and
shape with the cross-section of the vessel at the points at which they are erected.
These plates are erected at intervals which correspond with the length of the state-
rooms or other compartiments into which the vessel is to be divided, and form the
partitions or walls between such rooms or compartments, thus effectually separating
the latter. The plates are cut out to form the various passages and longitudinal com-
partments which extend entirely or partially through the vessel. The walls of these
passages or compartments are formed of iron plates which extend throughout their
length, and are secured to the edges of the openings, thus connecting all the plates
through which the passages or compartments extend.
"
The decks are composed of iron plates of sufficient thickness to give the required
strength. The upper deck rests upon the tops of the iron plates, which I denominate
section-plates," and are secured to all of them. The other decks are composed of
plates of sufficient length to extend entirely across the vessel, and of a width to fill the
spaces between the section-plates. They rest upon and are secured to angle-irons
which are riveted to the plates.
Inasmuch as the plates which take the place of the ordinary ribs extend entirely
across the vessel, it follows that any shock, strain, or pressure to which the vessel may
be subjected will be resisted by the entire plate, and that one side cannot be stove in
without displacing the whole plate and breaking the opposite side of the vessel out;
nor can the vessel be collapsed except by the application of pressure sufficient to
double up the plates between the points between which it is applied; but the plates
being all connected by the decks and the walls of all the various passages and
compartments, this doubling up or bending is resisted by all the plates throughout
the vessel, so that any crushing force applied at any point is taken up and resisted
by the whole structure.
The interior of the vessel, outside of the various passages and occupied apartments,
is divided into a great number of air and water tight compartments; and even the
passages and occupied apartments are provided with doors which are fitted to close
air and water tight, so that in case of accident-such as the breaking of one or more
holes through the hull-the injured section of the vessel can be entirely and com-
pletely shut off from the uninjured parts, so that water can only enter into the
compartment or compartments broken into, whereby the buoyancy of the vessel will
not be materially impaired.

page_text: It has been asserted, and undoubtedly with truth, that the breaking of propeller-
shafts, which is a frequent occurrence, is due not alone to torsional strain, but to the
combined torsional and lateral strain which results from what may be termed the
flexibility" of the vessel.
"
Now, in order to guard against shaft-breaking, it becomes necessary to stiffen and
strengthen the hull sufficiently to remove or overcome this flexibility; and this is one
of the objects of my invention, which I claim to have accomplished in the construc-
tion hereinafter more minutely described.
By my construction I am enabled to place the engine, the boilers, and other
machinery nearer the bottom of the vessel, where they will serve as ballast, thus
avoiding at least the use of the ballast necessary to balance these parts when placed in
the upper part of the vessel, and to that extent saving room for more valuable
cargo.
In carrying out my invention I first construct the keel which is shown in Fig. 13,
and is designated by the letter A. It is formed of a series (preferably three) of longi-
tudinal bars or ribs, a a¹ a², and two side plates, a³ a, the whole bolted or riveted
together, as indicated in the drawings. The ribs a a¹ a² may be made of solid bars,
or of plates of iron placed together flatwise and riveted. It being impracticable to
make the bars and plates integral through their length, they are made in convenient
sections, which are bolted or riveted together, the joints being so disposed as to
"break" or "lap" each other. The keel tapers throughout its length, being nearly
twice as wide at the stern as at the bow. The bars a a² are flush with the upper and
lower edges, respectively, and the bar al is disposed between the two, running parallel
with the bar a and joining the bar a² at its front end.
In order to still further strengthen the keel in its vertical plane, iron girders or
I beams a are placed between the bars a a¹ a², as represented in Fig. 8, the lower
ones being tapered to adapt them to the space between the bars a¹ a². Along the
sides of the keel opposite the bar a' are longitudinal angle-bars a, which are secured
in place by bolts or rivets passing entirely through all the parts. The purpose of
these angle-bars will be hereinafter indicated. On this keel are erected, at suitable
intervals say of seven and a half feet-what I denominate "section-plates," (shown
in elevation in Figs. 6 and 7, and in perspective in Fig. 8, and marked B in all the
figures.) These are made from plate-iron of suitable thickness and strength, and of a
size and shape to correspond with the cross-section of the ship at the points at which
they are placed. These plates are formed in sections and riveted together, so as to
form practically a single continuous plate. They are cut out, as indicated in the
drawings, to form the required compartments of and passages through the ship, and
are notched at the bottoni, as shown at b, to receive or set over the keel, the notches b
being of a depth to permit the plates to rest on the flanged bars a³.
Around the outside edges of the plates B and around the openings therein
are riveted angle-irons, to which in turn are riveted the outside sheathing which con-
stitutes the hull of the vessel, and the plates which form the walls of the various
passages and compartments. The angle-iron which surrounds the notch b is riveted
or bolted to the keel, and forms the fastening which fastens the keel and the plates B
together. Similar angle-irons also extend transversely across the plates to support
the lower decks, these latter also being securely riveted. Thus all the parts of the
structure thus far described are securely fastened together, and each forms a brace
or stay to support the adjacent or contiguous parts, forming a substantial structure
capable of withstanding and resisting strain from all directions.
The section-plates B, which occupy the central or engine section of the vessel, are
cut out, as shown in Figs. 6, 7, 8 and 10.
9
The opening 6 represents the main saloon, which extends through the entire length
of the vessel, as represented in Fig. 3.
The openings 60 represent the lower saloon, which is divided through the engine-
section of the vessel by the central portion of the plates B, which constitute the frame
of the engine, but which forward and. aft of the engine-section occupies a central

page_text: position directly under the main saloon, the plates, except those which form the
frame of the engine, being cut out centrally, as represented in Fig. 9.
The openings d forward and aft of the engine-section form the tunnels in which
the boilers are located; but in the engine-section they form a part of the engine-
room, which extends entirely across. The lower portions, d, of the openings & form
the ash-tunnels which receive the ashes from the furnaces.
The opening, Fig. 6, forms a passage for the propeller-shaft from the engine-
room to the stern, and forward of the engine-room forms a tunnel or passage-way.
The upper side portions of the plates B form the partitions between the state-rooms,
the length of which is regulated by the distance the plates are placed apart. The
dividing-walls between the state-rooms and the saloons are formed of iron plates,
which are riveted to the flanges surrounding the openings in the plates B.
Any or all of the partitions between the state-rooms may be cut out in order to
connect two or more rooms, and, if provided with doors, the rooms may be separated
or thrown into communication at pleasure.
The lower part of the ship is divided into numerous air-tight compartments, as
shown in Figs. 9 and 10, where they are designated by the letter c.
These compart-
ments are all to be connected with an air-forcing apparatus, (not shown,) which is to
be operated by the engine, and are to be filled with compressed air under a pressure
as great or greater than that of the water against the outside of the vessel, in order
that if a hole be broken into any compartment through the side or shell of the vessel
water may be prevented from entering.
Of course if the opening be formed at or near the top of any compartment the con-
tained air, by reason of its being lighter than water, would, in the absence of any
provision against such a contingency, escape, and water would enter to the height of
the opening; but in order to guard against this each compartment is divided by a
diaphragm or partition, c¹, arranged in the plane of the outside shell and a short
distance from the latter, such diaphragm or partition being connected at the top and
sides with the walls of the compartment, and wholly or partially disconnected at the
bottom. Thus if an opening be formed at the top only the space between the
diaphragm and the hull of the vessel can fill with water, the air in the inner division
of the compartment being prevented from escaping by the weight and pressure of
the water in the outer division, and the water being prevented by the pressure of the
air from entering.
Each compartment c has an opening through its inner wall, through which entrance
may be effected from the passages or occupied apartments when desired, and these
openings are all provided with doors or man-hole covers, S, adapted to be closed air
and water tight.
I propose to use in this vessel the engine patented to me by Letters Patent of the
United States, dated August 21, 1883, and numbered 283,704, which is admirably
adapted to this purpose. This engine, which in the drawings is marked C, is located
amidships in the bottom of the vessel, and rests on the keel. The bearings for its
shaft are formed in or attached to the plates B, as indicated at b¹, thus in reality
making the engine a part of the ship. The engine is of the compound type, being
composed of a high-pressure cylinder, C, and a low-pressure cylinder, C. These are
so proportioned that the first occupies and fills the space between two of the division-
plates B, and the latter a double space,for the accommodation of which that part of the
intermediate plate between the dotted lines xy, Fig. 7, is cut out, as indicated in
Fig. 11. The entire engine being thus confined to the bottom of the vessel, not only
serves as ballast, but displaces the ballast necessary to balance the cylinders and con-
nections when the latter are located in the upper part of the vessel. The boilers Dare
also located in the bottom of the vessel in tunnels or passages d at either side of
the keel.
In Fig. 5 I show twenty boilers arranged in pairs forward and back of the engine-
The boilers may thus be said to be arranged in four groups-two forward
of the engine-room and two back of the same.
room.

page_text: The furnaces are connected by flues with horizontal flues d' (Fig. 9) at the sides of
the vessel, which flues d' connect with the stacks, six of which are shown in Fig. 1-
three at either side of the vessel. By means of valves or dampers suitably disposed
in the flues d' any one or more of the furnaces may be cut off when not in use.
Below the boiler-tunnels are longitudinal tunnels d*, (Fig. 9.) into which the ashes
from the furnaces are discharged through openings and from which they are removed
by any suitable machinery.
The boilers are mounted upon trucks which run on tracks in the boiler-tunnels.
This is for the purpose of facilitating the removal of the boilers when for any reason
it is desired to shift them or take them out of the tunnels.
In order to provide for the removal of the boilers from or their introduction into
the vessel, suitable hatchways are formed, preferably above the engine-room. Then
by breaking the connections the boilers may be run along on their tracks until the
one which is to be removed is brought into proper position in the engine-room, when
it is hoisted through the hatchway to the deck.
In order to provide for the shifting and removal of the boilers, the domes of the
latter are made separable, so that the connections may be broken by simply discon-
necting them from the boilers. When the latter are removed, the domes are left in
position, and when the boilers are replaced are again attached.
Making the domes of the boilers seperable I believe to be a novel feature, which I
reserve for another application, it being referred to here simply to show how the
boilers may be separated from their connections preparatory to their removal from the
vessel.
The opening represents the coal-bunkers, which are located between the boiler-
tunnels forward and aft of the engine-room, as shown in Figs. 2 and 5. The floors of
these bunkers are somewhat higher than the floors of the boiler-tunnels, and their
walls have openings, through which the coal tender passes the coal into the fire
room. The openings are provided with doors, which may be tightly closed.
The shaft of the vessel passes through the openings 62 in the section-plates B,
immediately above the keel. These openings are large enough to permit the shaft to
be passed in freely from the stern. The boxes or bearings for the shaft are attached
to the plates B, by the use of metallic rings attached to each side of said plates,
forming a strong and rigid support for the shaft bearings and a strong connection
with the keel of the ship; these plates B resting upon the keel give to the shaft
throughout its length a firm support.
The end of the shaft back of the screw is supported by a hanger, 68, which contains
an adjustable box. This hanger depends from the stern of the vessel, and is entirely
disconnected from the keel and the rudder-stanchion, so that if these parts be injured
or entirely broken away the support for the end of the shaft may be left intact.
In the stern of the vessel I form a chamber, K, which extends entirely across, and
has openings K' through the sides of the vessel, immediately above the water-line.
The walls of this chamber are connected at their ends to the sides of the vessel, and
intermediately are supported by the section-plates B, which divide the vessel trans-
versely, thus making the walls of the chamber an integral part of the vessel. This
chamber is for the reception of a life or other boat or boats, which are carried therein
till required, when they are discharged through the side openings. Access may be
had to this chamber from the interior of the vessel, and the occupants may enter
the boats before they are launched, thus ensuring both safety and comfort.
In order that the state-rooms, any or all, may be provided with closets, urinals, and
permanent wash-stands, I provide sewer or outlet pipes L, with which these fixtures
inay be connected. These pipes I preferably locate at the sides of the vessel, running
them through the flues d', as shown in Fig. 9, where they will be entirely out of the
way. They are open at both ends, so that when the vessel is in motion a current
will be induced through them, which will carry off deposits and keep them clear
and clean.
In order to prevent the flooding of the saloons in the event of a sea breaking over

page_text: the vessel while the hatches are open, the stairs which connect the several decks are
thickly perforated, as represented in Fig. 14, to allow the water to run through, and
under each stairway is a tank, M, which receives the water as it runs through the
perforations, and from which it may be pumped or discharged through a valved outlet, 7,
which leads through the side of the vessel.
All the doors of the various apartments and compartments are to be fitted to close
air and water tight, so that any part of the vessel may be effectually cut off and
separated in case of accident or necessity. Thus in case of injury to the hull the
injured part may be separated from the remainder of the vessel; or, in the event of
fire breaking out within the vessel, by closing the doors of the apartment in which
it originates, it may be confined to such apartment and extinguished by the intro-
duction, through suitable pipes, with which the vessel is fitted, of carbon-deoxide or
other non-inflammable gases.
In practice I intend to fit each state-room with double doors, one of which is to be
hung on hinges, as usual, and the other of which will be arranged to slide in a frame,
and will be fitted with rubber or leather gaskets, to adapt it to be closed air-tight in
case of emergency. These sliding doors, are to be made of steel, so as to possess
sufficient strength with the least possible weight to resist the pressure of the air
when the state-rooms are charged with compressed air, as before set forth; and the
windows are to be fitted with similar sliding doors or plates, by which they may be
closed and hermetically sealed, when necessary.
The construction hereinbefore described adapts the vessel to be supplied with
inside armor, which may be placed in the state-rooms or other compartments, to
protect the whole or any part of the vessel. By placing the armor within the vessel,
instead of on the outside, as heretofore, the exterior lines are preserved and the sailing
qualities of the vessel are not impaired, which I regard as a matter of the greatest
importance, since it permits the vessel to be converted into an armored ship in much
less time and at much less expense than by the old method. Moreover, the armor, to
adapt it to be placed within the state-rooms or other compartments, must necessarily
be made in comparatively small parts, whereby it is adapted to be conveniently
handled and shipped to the place where it is to be applied to the vessel. The details
of construction and the manner of applying this armor I reserve for another applica-
tion, which I intend to file, the matter being referred to here merely to show the
adaptation of a vessel constructed according to my plan to be converted from a
passenger or freight vessel to an armored ship capable of resisting the engines of
warfare.
In Fig. 15, N, represents the upper deck of a ship; A the shell of same; O the
main deck; R a longitudinal girder to form a fastening between the deck and
walls a³ and a which form a longitudinal girder braco through the centre of the
ship; the keelson proper, but when combined with walls a³, a, the whole forms a
keelson extending to the deck. P is the shaft bearing.
In Fig. 16 the engine frame is a portion of the longitudinal walls a³ and a², and is
made of suitable shape to conform therewith, as more plainly shown at N¹ in
Fig. 18. The parts of the engine shown do not form a portion of this invention, and
are only inserted for the purpose of illustrating the arrangement of same in my
construction of ships.
In Fig. 17, the walls a³, a³, aro divided at the stern to admit the shaft, and are united
as shown in front to form a single wall.
Fig. 18 shows the same walls, the single portion being strengthened by truss
braces b..
Fig. 19 shows a longitudinal wall which may be either single or double, and which
has openings for various purposes.
Fig. 20 is a section of Fig. 19, taken on the line 2, 2.
Fig. 21 shows a form especially designed for vessels in which great strength is
required, the longitudinal wall being single and enlarged. The boilers n, n, are placed
on each side of this wall as, shown.

page_text: In Fig. 22 the longitudinal wall is double to admit the propeller shaft.
In Fig. 23 an offset c is formed in the wall to admit the shaft, thus avoiding the
necessity of double walls for the purpose.
Fig. 24 is a side view of the longitudinal wall or plate shown in Fig. 23.
Having now particularly described and ascertained the nature of said Invention,
and in what manner the same is to be performed, I declare that what I claim is :-
1. A vessel constructed as, herein described, with transverse plates arranged at
intervals and corresponding in size and shape with the cross-section of the vessel at
the points at which they are placed, and extending entirely across and supporting
both sides of the hull and the decks.
2. A vessel constructed, as herein described, with transverse plates arranged at
intervals and corresponding in size and shape with the cross-section of the vessel at
the points at which they are placed, and extending entirely across and supporting
both sides of the hull, and having openings to form longitudinal compartments and
passages through the vessel, said transverse plates being connected by the walls of
said longitudinal compartiments and passages.
3. A vessel constructed, as herein described, with transverse plates arranged at
intervals and corresponding in size and shape with the cross-section of the vessel at
the points at which they are placed, and having openings to form longitudinal com-
partments and passages through the vessel, and having flanges or angle-irons around
their edges and around said openings, to which the hull and the walls of the com-
partments are attached, substantially as described.
4. The keel constructed of side plates, a³ a¹, and a series of longitudinal bars
arranged between said plates, the whole secured together by bolts or rivets extending
through plates and bars, as shown and described.
5. The combination, with the keel A, of a series of transverse section-plates, B,
notched at to receive the keel, and erected upon the latter at intervals and secured
thereto, as shown and described.
6. The combination, with the keel A, of the transverse section plates B, erected
thereon at intervals and secured thereto, the shaft-bearings secured to said plates
opposite openings in the same, and the shaft working in said bearings, substantially
as and for the purpose described.
7. The combination, with the keel A, of a series of transverse plates, B, of a size
and shape to correspond with the cross-section of the vessel at the points at which
they are placed, the decks supported upon and between said plates, and the hull or
shell of the vessel secured to the edges of said plates, substantially as shown and
described.
8. The combination of the transverse section-plates B, arranged at intervals and
perforated for the passage of the shaft of the vessel, the shaft-bearings attached to the
plates within the perforations, and the sectional tube which surrounds the shaft, the
sections of said tube being arranged between the transverse section-plates and supported
by the rings on each side of plate for enclosing and supporting the shaft bearings,
substantially as described.
9. A vessel constructed as herein described, with transverse section-plates erected
on and secured to the keel at intervals, said plates corresponding in size and shape
with the cross-section of the vessel at the points at which they are placed, and having
openings near the bottom on opposite sides of the keel to form tunnels for the boilers,
and other openings above the keel and between the first-mentioned openings to form
coal-bunkers between the boiler-tunnels, the walls of said tunnels and bunkers being
attached to the section-plates, substantially as shown and described.
10. A vessel constructed, as herein described, with transverse section plates
erected on and secured to the keel at intervals, said plates corresponding in size and
shape with the cross-section of the vessel at the points at which they are placed,
several of the plates in the midship section being cut out centrally at the bottom to
form an engine-room, and the plates forward and back of the engine-room having
openings near the bottom on opposite sides of the keel to form boiler-tunnels, and

page_text: other openings above the keel to form coal-bunkers between the boiler-tunnels, the
walls of said engine-room, boiler-tunnels, and coal-bunkers being attached to the
plates through which they pass, substantially as and for the purpose described.
11. The combination, with the keel which supports the rudder and rudder-stanchion,
of the transverse section-plates B, which are erected on the keel and carry the
bearings for the body of the shaft, and the hanger 68, which receives and supports
the end of the shaft, the said hanger depending from the stern of the vessel and
being entirely independent of the rudder-stanchion and keel, substantially as and for
the purpose described.
12. As a means for preventing the flooding of the saloons, the perforated stairways
and the tanks M located thereunder, substantially as shown and described.
13. A vessel constructed, substantially as herein described, with section-plates B,
which correspond in size and shape with the cross-section of the vessel at the points at
which they are placed, and which are formed with bearings for the shafts of the
engine, and, in combination therewith, the engine C, whose shafts are supported by
the bearings in said plates, substantially as shown and described.
14. A vessel constructed with a chamber or apartment K which extends entirely
across the vessel and has openings K¹ through the hull of the vessel, at or slightly
above the water-line, the said chamber or apartment serving to carry a life or other
boat or boats and the openings K' serving as ports through which said boat or boats
may be launched.
15. In the construction of vessels, central longitudinal walls extending the entire
length of the vessel on each side of the keelson, and from the bottom of the vessel to
the deck or decks, the portion from the stern to the engine being double to admit the
propeller shaft, and forward of the engine a single or double wall or frame, the two
portions being united by an arch N¹ or wall placed high enough to receive the engine,
the same being permanently connected with the the engine frame, substantially as
set forth.
16. As an improvement in the construction of vessels a keelson provided with side
walls or plates a³, at which rise to the deck and have a space between them for the
reception of the propeller shaft, and the keelson forming a bearing or support for said
shaft, as and for the purpose set forth.
17. The improvement in the constructing of vessels herein shown and described,
which consists in a keelson rising to the deck and secured thereto, and forming a
continuous bearing or support for the propeller shaft, as and for the purposes set forth.
Dated this 6th day of October 1887.
HERBERT J. ALLISON,
Agent for the Applicant.

page_text: the Means for Operating the same.
I, ROBERT MCCOLLUM FRYER, of Brooklyn, in the State of New York, United
States of America, Engineer, do hereby declare the nature of my invention for
"IMPROVEMENTS IN AUXILIARY STEERING APPARATUS FOR VESSELS, AND IN THE
MEANS FOR OPERATING THE SAME," and in what manner the same is to be performed
to be particularly described and ascertained in and by the following statement :-
My invention relates to Auxiliary Steering Apparatus in which a transverse screw
is arranged in a transverse passage through the bow of the vessel, and it consists in
the manner of mounting the shaft of the screw in said transverse passage; in the.
manner of connecting the engine which drives the screw; and in the means for
opening and closing the ends of the transverse passage in which the screw works.
In the accompanying drawing which illustrates my invention Figure 1 represents a
vertical transverse section through the bow of the vessel in the plane of the auxiliary
steering apparatus. Figure 2 is a vertical section at right angles to the plane of
Figure 1, on the line 14, 14, and Figure 3 a horizontal section on the plane indicated
by the line 15, 15.
In the bow of the vessel is a transverse passage G opening through both sides, in
which passage is located one or more screws E, by which the bow may be thrown
around in either direction, and which may be used as an auxiliary steering apparatus,
or, in the event of the rudder being disabled or carried away, may take its place
altogether.
This screw is driven by a separate engine F, of the character of that for which
letters patent of the United States, numbered 124, 805 were granted to me on the
19th day of March, 1872. This engine is connected with the boilers by which the
main engine of the vessel is driven, but is entirely independent of said main engine.
An arm of the engine F, works through an opening in the top of the passage G
and is connected with the crank of the shaft that carries the screws E. The shaft is
supported by transverse bars e, e, which pass through the tube or passage G, and
which are bent outward at their centers to make room for the crank of the shaft to
work between them.

page_text: Water is prevented from entering the vessel through the opening through. which
the arm works by a vertical tube g, which rises from the tube which forms the
transverse passage G, which tube g, extends above the water line of the vessel.
The screw E, when used in the larger class of vessels must necessarily be quite
large (say ten feet in diameter) in order to be able to exert the requisite force, and it
is evident that an opening to accommodate such a screw would materially retard the
progress of the vessel by offering a large resisting surface; I therefore provide sliding
gates gl by which the ends of the passage may be closed when the screw E is not in
use. The gates are moved by hydraulic pressure, as follows.
Within the vessel, and a sufficient distance back from the passage Gare cylinders H
(one at each side) the pistons h, of which are connected by piston rods h¹ with bosses
or projections g² on the inner faces of the gates g¹; and between the mouths of the
passage G and the cylinders H are chambers 8 into which the gates g¹ are drawn to
open the passage G.
In the upper part of the vessel at a sufficient elevation above the water line to give
the requisite pressure are tanks or reservoirs I for containing water, which tanks
are connected by suitable pipes or passages i (shown in Figure 1) with the
cylinders H.
The gates being closed, and it being desired to open them, water is admitted
from the tanks I, to the cylinders H in front of their pistons h, when the latter are
moved back drawing the gates into their chambers go. The reverse movement, to
close the gates is effected by cutting off the water from the front of the cylinders and
admitting it through another pipe in rear of the piston h. The cylinder is provided
at each end with an outlet h¹ through which the water admitted to move the piston
in one direction escapes as the piston is moved in the opposite direction by a fresh
supply admitted at the other end. It will of course be understood that both the inlet
and outlet pipes are provided with suitable cocks for turning the water on or off at
pleasure, or as circumstances may require.
The gates g¹ are recessed on their outer faces to receive disks g³ which fit the
openings in the hull of the vessel, and which are adapted to be moved out into said
openings to bring their outer faces flush with the hull, to form a smooth exterior ;
they are also operated by hydraulic pressure applied through the following
instrumentalities.
The piston rods ², which are connected with the sliding gatos g' are hollow and
communicate through openings or passages g with the chambers of the gates g¹;
they extend, when the gates are closed, entirely through the cylinders H into the
chambers H in rear of the cylinders H, which chambers H¹ are of sufficient length
to receive the portions of the piston rods in rear of the pistons h.
The reservoirs I, or other similar reservoirs, above the water line are connected
with the chambers H by suitable pipes or passages h³, which are also provided with
stop cocks. When the cocks are opened water is admitted through the piston rods h¹
to the chambers of the gates g' in rear of the movable plates g³, and the pressure of
the water thus applied being greater than that of the water against the outside the
plates will be forced into the openings in the hull, and will form a smooth exterior, as
above explained.
When it is desired to open the gates the reservoirs are cut off by turning the cocks
in the connecting pipes, and the water in rear of the plates 93 is allowed to escape
through suitable outlets, when the pressure of water against the outer faces of the
plates g³ will force them back into their chambers in the gates, when the latter are
free to be moved back, as above explained.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
clam is :-
1st. The transverse passage G through the bow of the vessel, the screw E, located
therein, and the sliding gates g working through openings in the walls of the said
passage near its ends to open and close said passage, the said gates carrying movable

page_text: disks g which, when the gates are closed, are adapted to be moved outward into the
plane of the hull to form a smooth exterior with the hull, substantially as shown
and described.
2d. The combination with the tube which forms the transverse passage G, of the
sliding gates g³, cylinders H fitted with pistons which are connected with the
sliding gates; water tanks above the water line of the vessel, and connections
between said tanks and the cylinders H, through which water may may be admitted
from said tanks to said cylinders to move the pistons and thereby open or close the
gates, as and for the purpose described.
3d. The combination with the transverse tube which forms the passage G through.
the bow of the vessel, of the chambered sliding gates g¹ carrying movable disks or
plates g³ which fit the openings in the sides of the vessel; water tanks located above
the water-line, and pipes or passages connecting the tanks with the chambers of the
gates g', whereby water may be admitted to the chambers behind the disks to force
the latter out into the openings in the hull, as and for the purpose described.
4th. The combination with the tube which forms the transverse passage G, of the
chambered sliding gates g¹ carrying movable disks 3; cylinders H fitted with
pistons which are connected by hollow piston rods with the gates gl; chambers H',
in line with cylinders H, into which the said piston rods extond; tanks located above
the water line of the vessel, and connections between said tanks and the cylinders H,
and chambers H through which water may be admitted from said tanks to move the
piston and thereby open or close the gates, as and for the purpose described.
Dated this 6th day of October 1887
HERBERT J. ALLISON,
Agent for the Applicant.

page_text: Date of Application, 11th Jan., 1887
Specification Accepted, 16th Dec., 1887
Improvements in Ventilating and Cooling the Fire Rooms or Stoke-
holes of Steam-ships.
I, ROBERT MCCOLLUM FRYER, of Brooklyn, in the State of New York, United
States of America, Engineer, do hereby declare the nature of my invention for
"IMPROVEMENTS IN VENTILATING AND COOLING THE FIRE ROOMS OR STOKE-HOLES OF
STEAM-SHIPS," and in what manner the same is to be performed to be particularly
described and ascertained in and by the following statement:
My invention relates especially to the fire-rooms or stoke-holes of steam vessels, the
object being to ventilate said rooms and keep them sufficiently cool to render them
habitable. To this end the invention consists in placing a short distance in front of
the furnace a shield or partition which extends entirely across the room from side to
side, and from the floor to within a short distance of the top, so that the air to support
combustion in the furnaces is drawn in over the top of the shield and down behind the
same to the furnace.
The accompanying drawing which illustrates my invention represents a vertical
longitudinal section through so much of a ship as is necessary to show the arrange-
ment of the shield with respect to the furnace.
The top of the furnace and the grate extend to the shield, and the latter has one or
more openings through which the furnace is fed, the furnace doors being arranged to
close said openings.
D. D. designate the boilers and furnaces which are here shown as being arranged
in pairs, back to back, the fire-rooms or stoke-holes being between the pairs of
furnaces, two furnaces of adjacent pairs facing each other and opening into the same
room. d designates the flue with which the pair of furnaces is connected and through
which the products of combustion are conveyed to the stack (not shown).
d designates the shields or partitions in front of the furnaces, which shields, as
already explained, entirely separate the furnaces from the fire-roon except at the top
where a small space is left through which the air necessary to support combustion is
drawn. Thus, when the furnace doors are closed the only heat that can enter the
fire-room is that given off by radiation from the shields d³, and this is immediately
drawn off to supply the furnace, its place being taken by a fresh supply which is

page_text: admitted through a flue or opening at any convenient part of the room. By this
means the fire room is ventilated and cooled, and that intolerable accumulation of
heat which has heretofore rendered the fireman's life a burden, is rendered impos-
sible.
The ashes from the furnaces are discharged through openings do, behind the shields,
into ash-tunnels d' below the furnaces, from whence they are removed by any suitable
machinery.
6 designates openings or doors leading into the fire-rooms from the coal-bunkers,
through which openings or doors the coal is passed into the fire rooms.
.
Having now particularly described and ascertained the nature of my said invention,
and in what manner the same is to be performed, I declare that what I claim is :-
1st. As a means for ventilating and cooling fire-rooms or stoke-holes, and for
preserving approximately a normal temperature therein, a shield or partition erected
in front of the boiler furnace and extending entirely across the room or stoke-hole
from side to side, and from the floor to within a short distance of the top of the room,
substantially as herein before described.
2d. The combination and arrangement, substantially as described, of the boiler
and its furnace, a shield d³ which extends entirely across the fire room and separates
the boiler and furnace from said room except at the top where a space is left for the
passage of air necessary to support combustion in the furnace.
Dated this 6th day of October 1887.
HERBERT J. ALLISON,
Agent for the Applicant.

page_text: Date of Application, 11th Jan., 1887
Specification Accepted, 27th Dec., 1887
Improvements in Bearings for Propeller Shafts.
I, ROBERT MCCOLLUM FRYER, of Brooklyn, in the State of New York, United
States of America, Engineer, do hereby declare the nature of my invention for
IMPROVEMENTS IN BEARINGS FOR PROPELLER SHAFTS, and in what manner the same
is to be performed to be particularly described and ascertained in and by the following
statement:
My invention comprises an eccentric ring, that is, a ring the inner and outer
surfaces describe circles which are eccentric to each other, which is supported in a
box or bearing in which it is capable of turning or being turned to adjust itself, by
reason of its eccentricity, to the line of the shaft.
I cut out a small portion of the ring, either at the thickest or at the thinnest point,
and divide the remainder into segments, each of which forms a curved or bent wedge;
then by driving a wedge or key between one or more of the joints of the segmental
parts the latter may be shifted in their box or seat, either to compensate for wear or to
key up the shaft in any direction.
-
The accompanying drawing shows the invention applied to the shaft of a propeller
and I will therefore describe it with reference to the construction of a ship of the
character of that which forms the subject of my patent No. 401 of even date here-
with.
Figure 1. represents a cross-section of the ship immediately in rear of the engine.
Figure 2 an elevation of the bearing and its supporting box, and
Figure 3 a section through the bearing and box, showing the latter in its relation to
one of the section plates of the vessel.
According to the construction illustrated the bearing as a whole consists of, first,
two heavy iron rings which are riveted or bolted to the section plates B, on
opposite sides, and constitute what I denominate the "box"; and second, the bearings
proper which are placed within the rings 63. These bearings are formed of segmental
parts 6 which are grooved on their outer surfaces so as to fit within, and overlap, the
rings 63, as shown in section in Figure 3. They are also channeled or grooved on
their inner faces to receive and hold Babbitt-metal to form anti-friction bearing surfaces,
as usual in shaft or journal bearings.
The segmental sections taper toward their lower ends so as to make the bearing
surface eccentric to the inner circumference of the supporting rings 6³, as shown in

page_text: Figure 2, and when in position they do not entirely surround the shaft; this is for the
purpose of permitting them to be accurately adjusted to the shaft in the event of the
rings 63 not being exactly concentric. The adjustment is effected by driving wedges b
between one or more of the joints.
6* designates a tube which surrounds the shaft between the thrust bearing, (not
shown) near the inner end of the shaft, and the outer bearing adjacent to the screw.
This tube is formed in sections which fit between the section plates B and upon the
rings 6, the joints being securely packed to prevent escape of the oil, or oil-and-water,
which the tube is designed to contain as a lubricant for the shaft bearings.
Having now particularly described and ascertained the nature of my said invention,
and in what manner the same is to be performed, I declare that what I claim is,—
1st. The combination with the supporting box and with the shaft, of an eccentric
bearing within the box and capable of being turned therein and adjusted to the shaft,
substantially as shown and described.
2nd. The adjustable shaft bearing hereinbefore described, the same consisting of a
supporting box and an eccentric ring within the same, and capable of being turned
and adjusted therein.
HERBERT J. ALLISON,
Agent for the Applicant.