IMPROVEMENTS IN THE CON- STRUCTION OF IRON SHIPS AND OTHER VESSELS FOR THE PURPOSE OF RENDERING
Year: 1860

page_text: LETTERS PATENT to Charley Lungley, of Deptford, in the County of
Kent, Shipbuilder, for the Invention of "IMPROVEMENTS IN THE CON-
STRUCTION OF IRON SHIPS AND OTHER VESSELS FOR THE PURPOSE OF RENDERING
Sealed the 19th April 1861, and dated the 23rd October 1860.
PROVISIONAL SPECIFICATION left by the said Charles Lungley at the
Office of the Commissioners of Patents, with his Petition, on the
23rd October 1860.
I, CHARLES LUNGLEY, of Deptford, in the County of Kent, Shipbuilder,,
do hereby declare the nature of the said Invention for "IMPROVEMENTS IN
THE CONSTRUCTION OF IRON SHIPS AND OTHER VESSELS FOR THE PURPOSE OF RENDERING
THEM UNSINKABLE AND INCREASING THEIR STRENGTH," to be as follows:-
The object of the first part of my Invention is to construct iron ships and,
other vessels in such manner that they shall not be liable to be sunk by any of
the casualties which occur to vessels on the open sea, or by striking upon.
rocks, or by driving upon a lee shore, while at the same time their strength
shall be increased and their accommodation for the stowage and carriage of
cargo shall not be interfered with, as it now is where numerous transverse
bulkheads are introduced into ships for a like purpose.

page_text: The primary feature of this part of my Invention consists in dividing the
lower part of the ship or vessel into two or more water-tight compartments, and
in affording access to these compartments for the introduction of cargo or
stores by means of water-tight trunks or passages led up from them to such a
height that their upper or open ends shall never in any practicable position of
the ship be brought quite down to the level of the water; compartments thus
formed may be used as ordinary cargo spaces, store rooms, chain lockers,
or for any other like purposes and may be ventilated by suitable trunks
or tubes, always providing that all trunks or tubes of every kind which enter
them shall be made water-tight and shall rise to the height before men-
tioned in order that if by any mischance any compartment should be broken
into, and the sea be admitted to it, the water should have no means of escaping
therefrom into any other part of the ship.
In carrying this part of my Invention into effect I vary the mode of applying
it according to the form of the vessel and the service for which she is to be
employed. In the case of a steam ship for carrying both passengers and cargo
I prefer to construct an internal bottom or deck in water-tight connection
with the sides of the ship, and extending (where the arrangements of the
boilers and engines will admit of it) quite fore and aft at a height of several
feet from the outer bottom or bottom proper. The compartment thus formed
in the bottom of the ship may be divided transversely, if desired, by bulkheads,
such bulkheads extending either to the top of the compartment only or to any
greater height as may be desired. Above this lower compartment or set of
compartments, and along the sides of the ship, I build vertical or inclined bulk-
heads forming other water-tight longitudinal compartments, which again may
be subdivided transversely, and which also are entered and ventilated by trunks
or passages rising to the height before mentioned. With these arrangements it
is evident that any portion of the submerged skin of the ship may be stove in by
collision with another ship or be torn away by rocks or otherwise, without
causing the ship to sink. Supposing the remaining internal water-tight
portions to be, as I always make them, of sufficient capacity to keep the ship
buoyant and seaworthy, I sometimes form apertures in the inner bottom or
deck for the purpose of letting any water that may get into the ship from above
run down into the bottom, but these apertures are closed by valves or doors
which are never opened except for this purpose, and are closed directly the
letting through the water is completed; vessels built with these my improve-
ments will not therefore be liable to those accidents which occur in ships fitted
with water-tight compartments in the ordinary manner, and which result from
The space
passages through the bulkheads being formed and left open.

page_text: occupied by the engines and boilers of a steam vessel I close entirely in by
water-tight iron walls or bulkheads extending to the same height above the
water line as the trunks before referred to, in order that this space may be con-
verted into a water-tight compartiment from which water could not escape into
any other part of the ship, and into which water could not enter from any.
other part. Apertures are formed in these walls or bulkheads for the admis-
sion of coals from the coal bunkers, but these apertures are provided with valves
or doors which may be closed either from below or from above. I sometimes
further divide the boiler room from the engine room by a transverse bulkhead,
in order that, should the engine break down or the engine room become flooded,
the boilers may still be kept at work and the steam be used to work pumps
by means of an auxiliary engine in the boiler room. I form divisions by bulk-
heads across the ship above the skins, which I term "between deck bulkheads,"
and which also are made perfectly water-tight, and so as to divide the between
deck space in such manner that should the vessel ship seas, or otherwise, get
water on board, it may be confined to the part where it enters.
The next part of my Invention comprises several modes of combining the
parts of iron ships or the iron parts of ships so as to increase their strength.
In the first place I form a shelf below the iron beams of a ship by rivetting a
longitudinal iron of a Z or angular form in section along the under sides of the
beams, and a second iron of a somewhat similar form along the ribs or side of
the ship, and then rivetting to these irons an inclined longitudinal plate to
form the front of the shelf. In order to further increase the strength I some-
times apply transverse plates to the sides of the beams and to the shelf by
means of angle irons where necessary.
In the next place in order to improve the connection of either transverse or
longitudinal bulkheads with the ship's side,, I employ two pairs of angle irons
one on each side of the bulkhead, so that while the strength of the connection
is increased, provision may be made for a slight spring or elastic play of the
parts in order to prevent the evil effect of an excessively rigid connection between
them. I sometimes employ in place of angle irons copper curved plates rivetted
on one edge to the ribs or side, and secured on the other to the bulkheads.
In the next place I plate iron ships under some circumstances with what I
term "plate planking" in two or, more thicknesses and in as long lengths as
practicable and laid horizontally to give facility of working and repair when
required. This plan enables me to make sound work and to build ships
securely of any dimensions.
In the next place I form the berthing of a ship so as to form a hollow
girder consisting of outer and inner plating surmounted by a rail, the lower

page_text: edge of the inner plating being rivetted to one flange of an U iron, which is
secured down to the beams and forms a watercourse along the side of the deck.
This hollow girder may be divided by partitions, and used as tanks for water-
closets or for other like purposes.
The mode of construction with compartments as described in the first part
of my Invention is particularly applicable to colliers, enabling them to carry
water ballast with great convenience and safety. Such compartments may
also be used as oil tanks in whale ships or as fresh water tanks in any ship,
care being taken in these latter cases to keep the oil or the water from coming
into contact with the outer skin of the ship by applying false bottoms or sides
or both to the said compartments.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Charles Lungley in the Great Seal Patent Office on the
23rd April 1861.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, CHARLES
LUNGLEY, of Deptford, in the County of Kent, Shipbuilder, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-third day of October, in the year of our Lord
One thousand eight hundred and sixty, in the twenty-fourth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me, the
said Charles Lungley, Her special licence that I, the said Charles Lungley,
my executors, administrators, and assigns, or such others as I, the said Charles
Lungley, 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 THE
CONSTRUCTION OF IRON SHIPS AND OTHER VESSELS FOR THE PURPOSE OF RENDERING
THEM UNSINKABLE AND INCREASING THEIR STRENGTH," upon the condition
(amongst others) that I, the said Charles Lungley, my executors or adminis-
trators, 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.

page_text: NOW KNOW YE, that I, the said Charles Lungley, 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 thereof, reference being had to the Drawings hereunto annexed,
that is to say :-
The object of the first part of my Invention is to construct iron ships and
other vessels in such manner that they shall not be liable to be sunk by any of
the casualties which occur to vessels on the open sea, or by striking upon
rocks, or by driving upon a lee shore, while at the same time their strength
shall be increased, and their accommodation for the stowage and carriage of
cargo shall not be interfered with, as it now is where numerous transverse
bulkheads are introduced into ships for a like purpose.
The primary feature of this part of my Invention consists in dividing the
lower part of the ship or vessel into two or more water-tight compartments,
and in affording access to these compartments for the introduction of cargo or
stores by means of water-tight trunks or passages led up from them to such a
height that their upper or open ends shall never in any practicable position
of the ship be brought quite down to, the level of the water. Compartments
thus formed may be used as ordinary cargo spaces, store rooms, chain lockers,
or for any other like purposes, and may be ventilated by suitable trunks or
tubes, always providing that all trunks or tubes of every kind which enter
them shall be made water-tight, and shall rise to the height before mentioned,
in order that if by any mischance any compartment should be broken into,
and the sea be admitted to it, the water should have no means of escaping
therefrom into any other part of the ship.
In carrying this part of my Invention into effect, I vary the mode of
applying it according to the form of the vessel and the service for which she
is to be employed. In the case of a steam ship for carrying both passengers
and cargo, I prefer to construct an internal bottom or deck in water-tight
connection with the sides of the ship, and extending (where the arrangements
of the boilers and engines will admit of it) quite fore and aft at a height of
several feet from the outer bottom or bottom proper. The compartment thus
formed in the bottom of the ship may be divided transversely, if desired, by
bulkheads, such bulkheads extending either to the top of the compartment
only, or to any greater height, as may be desired. Above this lower com-
partment or set of compartments, and along the sides of the ship, I sometimes
build vertical or inclined bulkheads forming other water-tight longitudinal
compartments, which again may be subdivided..transversely, and which also
are entered and ventilated by trunks or passages rising to the height before

page_text: mentioned. With these arrangements it is evident that any portion of the
submerged skin of the ship may be stove in by collision with another-ship, or
be torn away by rocks or otherwise, without causing the ship to sink, supposing
the remaining internal water-tight portions to be, as I always make them, of
sufficient capacity to keep the ship buoyant and seaworthy. I sometimes
form apertures in the inner bottom or deck for the purpose of letting any
water that may get into the ship from above run down into the bottom, but
these apertures are closed by valves or doors; which are never opened except
for this purpose, and are closed directly the letting through of the water is
completed. Vessels built with these my improvements will not therefore be
liable to those accidents which occur in ships fitted with water-tight bulkheads
or compartments in the ordinary manner, and which result from passages
through the bulkheads being formed and loft open. The space occupied by
the engines and boilers of a steam vessel I close entirely in by water-tight
iron walls or bulkheads extending to the same height above the water line
as the trunks before referred to, in order that this space may be converted
into a water-tight compartment, from which water could not escape into any
other part of the ship, and into which water could not enter from any other
part. Apertures are formed in these walls or bulkheads for the admission of
coals from the coal bunkers, but these apertures are provided with valves or
doors, which may be closed either from below or from above. I sometimes
further divide the boiler room from the engine room by a transverse bulkhead,
in order that should the engine break down, or the engine room become
flooded, the boilers may still be kept at work, and the steam be used to work
pumps by means of an auxiliary engine in the boiler room. I form divisions
by bulkheads across, the ship above the skins, which I term "between-deck
bulkheads," and which also are made perfectly water-tight, and so as to
divide the between-deck space in such manner that should the vessel ship
seas or otherwise get water on board it may be confined to the part where
.it enters.
The next part of my Invention comprises several modes of combining the
parts of iron ships or the iron parts of ships, so as to increase their strength.
In the first place I form a shelf below the iron beams of a ship by rivetting a
longitudinal iron of a Z or angular form in section along the under sides of
the beams, and a second iron of a somewhat similar form along the ribs or
side of the ship, and then rivetting to these irons an inclined longitudinal
plate to form the front of the shelf. In order to further increase the strength,
I sometimes apply transversed plates to the sides of the beams and to the
shelf by means of angle irons, where necessary.

page_text: .
In the next place, I plate iron ships, under some circumstances, with what
1 term "plate planking" in two or more thicknesses, and in as long lengths
as practicable, and laid horizontally to give facility of working and repair,
when required. This plan enables me to make sound work, and to build ships
securely of any dimensions.
In the next place, I form and combine the iron plates of ships designed for
war purposes, or for other purposes where great strength is required, in such
manner that the said plates shall form part of the general structure of the
ship, and consequently afford strength to the ship, instead of being a source
of strain and weakness as heretofore in vessels to which very weak iron has
been applied. This part of my Invention will be fully explained hereafter
In the next place, I form the berthing of a ship so as to form a hollow
girder, consisting of outer and inner plating surmounted by a rail, the lower
edge of the inner plating being rivetted to one flange of a ☐ iron, which is
secured down to the beams, and forms a watercourse along the side of the
deck. This hollow girder may be divided by partitions, and used as tanks for
waterclosets, or for other liko purposes.
The mode of construction with compartments, as described in the first part
of my Invention, is particularly applicable to colliers, enabling them to carry
water ballast with great convenience and safety. Such compartments may
also be used as oil tanks in whale ships, or as fresh water tanks in any ship,
care being taken in these latter cases to keep the oil or the water from coming
into contact with the outer skin of the ship by applying false bottoms or sides,
or both to the said compartments.
In the Drawings hereunto annexed, I have illustrated the means by which
my Invention may be conveniently carried into effect.
Figure 1 is a longitudinal vertical section of a steam ship, constructed
according to the primary feature of my Invention; Figure 2 is a plan of the
upper deck of this ship, which deck I have, for convenience of reference,
marked C; Figure 3 is a plan of the middle deck, marked B, which deck is
there supposed to be fitted with cabins, the entrances to which are at the side
of the ship; Figure 4 is another plan of the middle deck B, fitted differently;
Figure 5 is a plan of the lower deek or internal bottom, introduced for the
purpose of giving effect to this part of my Invention. This deck or bottom,
which I have marked A, is worked either above or below the beams, as most
convenient. The deck B may be all of wood or of wood over iron, or it may be
of wood over iron above the side compartments only. The upper deck C will
in most cases be of wood only, as iron will only add extraordinary strength to
the vessel without assisting her unsinkable qualities. a, a, a, a, a, are water-
.

page_text: tight trunks or hatchways, which may be made of any suitable form or size, in
order to afford easy access to the spaces or water-tight compartments below
the deck A, which will thus, be made available for stores, merchandize, or other
like purposes; b, b, b, b, are other water-tight trunks or hatchways, which also
may be made of any suitable form or size to afford easy access to the spaces or
compartments between the water-tight decks A and B : c, c, c, c, are hatch-
ways, companions, or skylights to the spaces or compartments between the
decks B and C; d, d¹, d", d', are vertical transverse bulkheads, dividing the
spaces or compartments above and below the decks A, B, and C, into as many
divisions as the size of the ship may require to perform the service intended.
In war vessels, or vessels intended for particular services, a central longitu-
dinal bulkhead B', Figure 6, or a combination of longitudinal and transverse
bulkheads is sometimes found convenient. These bulkheads may be placed
either below. or above the water-tight decks A and B. In the engine and
boiler rooms or the spaces between the vertical bulkheads d¹, d", d', at the
ends of the engine and boiler rooms the inner bottom or water-tight deck A
is in many instances for the convenience of stowing the engine and boiler kept
lower than at other parts of the vessel, and in some cases the central part is
'kept still lower than the sides which form the flooring of the coal bunkers, as
shown in the sections, Figures 7, 8, and 9. Access to the space below the
inner bottom or water-tight deck which is under the engines and boilers is
obtained with perfect safety by man-hole doors or hatches or by water-tight
trunks leading to it from the upper deck. This space may in some cases be
conveniently employed either as a condenser or for the purpose of containing
surface or other condensers. The side bulkheads or walls of the engines and
boiler rooms g, g, h, h, shown in the sections, Figures 7, 8, and 9, are built as
near to the engines and boilers, as circumstances will allow. They form the bulk-
beads or walls of the coal bunkers, and for convenience in admitting coal into
the boiler room, they can be fitted with penstock doors i ready to be closed in
case of need. If it is necessary to use the whole of the space for coal up to
the upper deck I fit penstock doors k, k, over the coal door i, such door k
being kept water-tight, and only opened to pass or let the coal run from the
upper space to the lower one. After this is done the door k is again closed for
safety. The vessel is in some cases still further protected in the coal bunkers
and elsewhere by inner side plates m, Figure 5, which divide the coal bunkers
into a greater number of spaces, and by the use of penstock doors and trunk
hatches each space is made available for coals. The space required for the
propelling or main engines is, by preference, separated from the boiler room
by a water-tight bulkhead, as shown at d", Figures 1 and 5, so that in the

page_text: event of the engine room being filled or partially filled with water the boilers
may still be available for working other engines or pumps by auxiliary engine
power in the boiler room. The inner side plates m I place at the most con-
venient distance from the side, to suit circumstances, accordingly as the spaces
may be wanted for stores, as in Figure 4, or for cabins, as in Figure 3. The
arrangement shown in Figure 3 is further illustrated in the transverse section,
Figure 10. The bulkheads n between the inner side plates m and the side of
the vessel are to give extra security, and some or all of them are fitted with
penstock doors as at O, Figure 3, for convenience for passengers when the
spaces are used for cabins. Penstock doors through the inner side-plating or
longitudinal bulkhead are not necessary except under very extraordinary cir-
cumstances, as the side spaces can be made perfectly available by trunks or
hatchways made water-tight as high as is necessary even to the height of the
upper deck, and such trunks or hatchways I protect from the inclemency of
the weather by companion deck houses covering the ladder ways leading from
one compartment to another, as shown in the deck plan, Figure 2, marked
p, p, p, leading to tiers of cabins or saloons, either between the decks C and B
or between B and A, as may be required. Before the foremost and abaft the
aftermost bulkheads marked 'd, d', I sometimes prefer to work the inner
bottom or water-tight deck A at a greater height as at q, q, for the sake of
greater safety, and above the decks q, q, at the ends of the vessel I work
inner side or bow, or stern plates or bulkheads, or a longitudinal vertical
bulkhead at the middle line where such is necessary, and I make each com-
partment available by water-tight trunks or hatchways like the spaces or
compartments in other parts of the ship. The great advantages derived from
judiciously dividing the vessel into as many accessible water-tight compart-
ments as possible are, that in the event of a leak into any compartment the
water will be confined to that compartment, and any repairs that may be
needed to stop the leak can be performed inside the vessel by the assistance
of a diving dress, even in the worst of weather, so as to make the space again'
buoyant till the vessel reaches some port for complete repair; and that in the
case of fire, which is indirectly a cause of many vessels sinking, or of danger in
the magazine of a ship of war, a vessel built with compartments, according to
the principles of this Invention, will still be safe, for any compartment can be
filled with water without a danger of the vessel sinking; and any fire that may
be in such compartment may thus be entirely extinguished, the water being.
then pumped out and the vessel consequently made as safe as before. In some
vessels of shallow draught, or for the convenience of loading them with grain,
coal, or other merchandize, and in some cases for the sake of economy I
:

page_text: prefer to adopt a modification of the inner bottom or water-tight deck with
trunk hatches and inner side plates by working between the transverse vertical
bulkheads d, d, d³, d", d¹, a curved longitudinal diaphragm or bulkhead r, r,
as shewn in Figure 11, which makes the vessel unsinkable, if judiciously
placed. I sometimes work extra transverse water-tight bulkheads between
the curved bulkheads and the side of the vessel up to the height of the deck.
The masts of vessels, constructed according to my Invention, are, by prefer-
ence, passed down through water-tight trunks or passages, being stepped and
wedged in any suitable manner.
In carrying the next part of my Invention into effect I form a shelf below
the iron beams of a ship by rivetting angle irons o, o, along the under side of
the beams, and other iron of a similar form along the ribs or sides of the ship,
as shewn in the sections Figures 12 and 13, at o, o, and rivetting to these
irons an inclined longitudinal plate p to form the front of the shelf.
In the next place where great strength is required, as in vessels for offensive
or defensive purposes in war, where they requiro to be shot or shell proof, or
to resist the shock of running into other vessels, or of breaking booms or
harbour barriers, or as in vessels which are required to break or move through
ice, or wherever very stout iron and extraordinary fastening are necessary to
prevent the different pieces of material of which the structure is composed
from being displaced for a considerable distance round the place which may
be struck, I propose to build the vessel at and near the part where the
.strength is necessary, and if necessary the whole of the vessel (even the decks
if it should be required to make them shot and shell proof) in the following
manner-I employ two or more thicknesses of plating strengthened by longi-
tudinal and transverse webs and stringer plates, secured to and at the joints of
the thickest plating of the shell or skin of the ship, which is made as thick as
is necessary to resist the blow which it is designed to receive. This part of the
Invention is illustrated in Figure 14, which is a transverse section of a ship
constructed as just described. The centre parts a of these plates are worked,
forged, or rolled of greater thickness than the edges 6, in such manner as to
make the centre part of the plate able to resist a blow equally with the parts
near the edges; or they are made of a parallel thickness as some are shewn
at c-in the section, when economy in weight is not required. The edges of
these thick plates are usually formed on the inside with flanges, webs, or angle
pieces in such a way as to fit against the longitudinal and transverse webs or
stringer plates, and receive the fastenings. But in some cases I fit and secure
angle irons to them near the edges for such purpose. Both of these plans are
illustrated in Figure 14. I sometimes prefer to hair the longitudinal or

page_text: transverse stringers or webs running across such thick plates, and secure the two.
together by means of angle irons. These thick plates can be worked either
longitudinally, or vertically, or transversely. The longitudinal and transverse
webs or stringers I secure to each other by fastening them to angle irons either
on one or both sides, the inner edges being strengthened by bulbs, flanges, or
angle irons forged on or fastened to them. The outer edges of the webs or
stringers can be carried through the joints of the thick plating with a bulb or
swell on the outside, as shewn at d, Figure 14, or they can be butted against
them or into a rabbet or groove on the edges as are severally shown in that:
Figure.
I prefer also to work outer plates of such thickness or substance as shall
give the necessary tensile strength for holding the joints of the thick or inside.
plating together in an efficient manner. I prefer working the outer thickness
or thicknesses of plating longitudinally, and so that the joints of one thickness
shall cover the joints of the other in a similar manner to that adopted in the;
planking of two thicknesses in vessels built of wood. The fastening of such a
vessel or of the parts of such a vessel as may be required to stand concussion.
or blows, I prefer to be screw bolts with a thread cut in the whole length, and.
screwed into holes tapped or screw cut the whole length through or into either:
plating angle iron, flanges, iron bars, or even through or into wood where it is
necessary to use that material for the sake of economy or from any other
cause. By this means the danger of bolt or rivet heads being broken off, or
of the bolt or rivet being driven or drawn through the hole, is obviated. Such
bolts or rivets can only break at the joints of the material through which they
are placed as fastenings, and can only be got out by unscrewing or by being cut
out by the drill or chisel.
Lastly, I construct the bulwark or top sides of a vessel so as to form a
hollow girder, as shewn in Figure 14. On one side of the Figure marked A
I have shewn a bulwark suitable for an ordinary ship, on the other at Ba.
bulwark suitable for a ship of war, say an iron plated frigate. The lower part
of the top side is worked and fastened to a ☐ iron, which is secured down.
to the beams.and forms a watercourse along the sides of the deck. This
girder is divided by partitions, and can be used for tanks for water-closets,
signal lockers, hammock berthing, or other purposes, as before explained.
And having now described the nature of my said Invention, and in what
manner the same is to be performed, I declare that I claim as my improve-
ments in the construction of iron ships and other vessels for the purpose of
rendering them unsinkable and increasing their strength,-
First, the method of constructing a ship or vessel with two or more water-
:

page_text: tight compartments, and affording access for using these compartments, and
for the introduction of cargo or stores by means of water-tight trunks or
passages led up from them to such a height that their upper or open ends
shall never in any practicable position of the ship be brought quite down to
the level of the water, substantially in manner herein-before described and
illustrated in the accompanying Drawings.
Second, the forming of a shelf below the iron beams of a ship by rivetting a
longitudinal iron of a Z'or angular form in section along the under sides of
the beams, and a second iron of a somewhat similar form along the ribs or
sides of the ship and then rivetting to these irons an inclined longitudinal
plate to form the front of the shelf, substantially in manner herein-before
described and illustrated in the accompanying Drawings.
Third, the plating of iron ships with "plate planking" in two or more
thicknesses, substantially as herein-before described and illustrated in the
accompanying Drawings.
Fourth, the formation and combination of the iron plates of ships designed
for war and other purposes where great strength is required, in such manner
that the said plates shall form part of the general structure of the ship,
substantially in manner herein-before described and illustrated in the accom-
panying Drawings.
Fifth, the construction of the berthing of the ship substantially in manner
and for the purpose herein-before described and illustrated in the accom-
panying Drawings.
In witness whereof, I, the said Charles Lungley, have hereunto set my
hand and seal, this Twenty-third day of April One thousand eight
hundred and sixty-one.
CHARLES LUNGLEY. (Ls.)