Improvements in or connected with Ships or other Vessels.
Year: 1892

page_text: Date of Application, 5th Jan., 1892
Complete Specification Left, 5th Oct., 1892-Accepted, 5th Nov., 1892
PROVISIONAL SPECIFICATION.
Improvements in or connected with Ships or other Vessels.
I, GEORGE FREDERICK ASKEW of 14 Cromwell Terrace Galbraith Street,
Poplar in the County of Middlesex Engine Fitter do hereby declare the nature of
this invention to be as follows:-
My invention relates to improvements upon an invention for which Letters
Patent were granted to me dated the 4th day of December 1884 No. 15959
entitled "Improvements in ships and other vessels whereby the skin friction thereof
in passing through the water is reduced or counteracted, and the speed thereof
increased," and my present invention has for its object primarily to improve various
details of construction and arrangement of the apparatus employed for that
purpose.
In carrying my present invention into effect, I employ a number of transverse
descending tubes arranged transversely of the vessel and exteriorally thereof and
which take the form of the frame or ribs of the vessel or in other words follow the
outline of the transverse section of the hull as described in my said former
Specification.
Each of these transverse descending tubes is provided with an opening or slit
extending from end to end thereof and located upon its outer side and directed
sternwards, and through which a current or film of air is allowed to flow so as to
form a lubricating film of air between the water and the skin of the vessel.
The required opening or slit in the transverse descending tubes is formed in
such manner that the stream of air is directed towards the stern of the vessel that
is to say one part of the transverse descending tube adjacent to the slit or opening
is flanged or caused to overlap the other part in such manner as to form a channel
of some length parallel with the skin of the vessel and at that point where the air
issues from the channel a small cavity is formed by the overlapping square edge of
the flange and aft thereof into which the air rushes as the vessel passes through
the water and it is thus carried along the vessel's side.
This flow of air may be partially or wholly induced by the passage of the vessel
through the water or it may be obtained by the aid of pumps or other suitable
means.
The transverse descending tubes may be formed by casting or otherwise and
the flange thereon may if desired be formed in the same process but inasmuch as
to so for the flange upon the transverse descending tubes in the manufacture
thereof would be somewhat difficult as it would be almost impossible to obtain the
necessary exactitude in the distance apart of the flanged or overlapping part from
the top side of the tube I find it advantageous to form the flanged or overlapping
part separately therefrom and attach it thereto by the aid of screws or otherwise
in a sufficiently substantial manner and with this object I form a shouldered recess
in the forward side of the transverse descending tube to receive the flange and I
make this loose flange or fitting piece in convenient lengths for fitting and handling
and where these flanges or fitting pieces meet at their ends 1 join them by means
of rabbet joints so as to make a solid and tight connection.
Or in cases where the overlapping part is formed in one with the transverse
descending tube I employ a separate fitting piece upon the overlapped portion in
order to obtain the necessary adjustment or exactness of the parts.
In some cases I form the before mentioned cavity by bending, channelling or
bevelling the after or overlapped part of the transverse descending tube so as to be
oblique to the skin of the vessel and leave the flange or overlapping fitting piece:
with its after edge square.

page_text: In some cases I bevel the after or overlapped part to form the cavity when
forming the narrow openings in the skin.
The transverse descending tubes are embedded in a sheathing of wood or other
suitable material secured to the skin of the vessel on the exterior thereof and the
transverse descending tubes are connected with longitudinal supply pipes arranged
in any convenient position through which air is drawn or water forced to supply
the necessary film.
In some cases form each transverse descending tube in two parts provided with
flanges to receive bolts or rivets by the aid of which the two parts are secured to
the skin of the vessel and in this case I so proportion the two parts that one over-
laps the other and forms the necessary flange to constitute the narrow opening, or
I fix the flange or fitting piece thereon as previously described and when the
transverse descending tube is formed in one piece provided or not with a separate
fitting piece or flange, I cast lugs thereon in order to enable the same to be attached
to the skin of the vessel.
According to another arrangement I form the transverse descending tubes in
three parts provided with lugs to receive bolts the two front portions being bolted
to the back of the tube and one of the front portions being flanged to overlap the
other or provided with a flanged fitting piece as previously described.
The transverse descending tubes may be formed in one length from the top sides
of the vessel to the keel or as is preferable they may be formed in short lengths
convenient for fitting and with their ends flanged and united by means of bolts
one of such lengths being formed with a male portion to enter a female portion
upon the other in order to make the joint good and in this case the flanged fitting
pieces which are also made in short lengths are made to break joint with the
lengths of the transverse descending tube.
In lieu of attaching the transverse descending tubes to the outside of the vessel
I sometimes form openings in the skin of the vessel and I shape the plates at the
forward part of the opening so as to overlap those at the after part thereof for
some distance, or I employ a separate overlapping fitting piece or flange and upon
the inside of the skin of the vessel coincident with the openings I rivet the
transverse descending tubes which are formed as flanged half tubes or of other
suitable section which may be rolled or otherwise formed and in order to strengthen
the half tubes and also the skin of the vessel at that part I place a strengthening
plate or as I term it a butt and tensile plate" between the said half tube and the
skin plate of the ship.
"
This butt and tensile plate I form with a shoulder on each side thereof and I
form a corresponding shoulder in the skin plates for the shoulder of the butt and
tensile plate to butt against.
This shoulder I make of such a depth that the joint will be of sufficient strength,
and I also make that part of the butt and tensile plate which is between the skin
plate and the flange of the transverse descending half tube, of sufficient strength
to bear the tensile strain.
In this butt and tensile plate I form holes or apertures of a rectangular or other
suitable shape at suitable intervals to allow the air or water to pass from the
transverse descending half tubes to the flanged narrow openings in the skin of the
vessel.
In this case I as previously described make the flanged or forward part of the
plate bordering the narrow openings or the flanged fitting piece overlapping so
that the narrow opening is parallel with the skin of the vessel for some distance,
and I leave the edge of the flanged fitting square in order to form a cavity at the
after part thereof for the purpose hereinbefore described.
When applying my invention to a ship built upon what is called the intermediate
break-bond system of plating, and when forming the narrow openings in the skin
of the vessel, I form such openings at the butts of the plates which occur in every
alternate strake so as to avoid cutting the plates, and thus unduly weakening the
vessel.

page_text: In order to give additional strength to the vessel or to compensate for the
weakening effect of the openings in the skin at the butts, I employ an auxiliary
strengthening plate or strap, which extends over the transverse descending half
tube and is there secured to the crown thereof by rivetting, bolting or otherwise
and is also at its ends rivetted to the skin of the vessel, and I thus make the vessel
if anything stronger than before the openings were formed in the skin.
In cases where the slit or opening is formed in the skin of the vessel I some-
times make the slit or opening continuous, that is to say from the water line to
the keel on each side of the vessel and in this case I also make the auxiliary
strengthening plate and the butt and tensile plate continuous so as to follow the
transverse descending half tube round the vessel so as to make up for the loss of
strength occasioned by the openings.
When forming the openings in the skin of the vessel and the overlapping part
or flange by means of a separate fitting I cause such fitting piece or flange to
butt with its forward side against the skin plate of the vessel and I screw or other-
wise secure it to the butt and tensile plate."
When employing the transverse descending half tubes upon the interior of the
vessel I sometimes make them in one piece extending from the top side of the
vessel on one side to the top side of the vessel on the other side or I may form
them in sections or lengths and join them with butt straps whichever is most
convenient.
Ships are generally built on what is termed the inside strake and outside strake
system that is to say one strake of plates fits up to the angle iron frames whilst
the next strake rivets on to the outside of the inside strake and the space in
between the angle iron frame and the outside strake of plates is filled up with a
liner.
In applying my invention to this case I carry the transverse descending half
tube round the ship with the flanges of the said tube fitting close to the inside of
the inside strake of plates that is to say I do not employ a butt and tensile plate
in between the flanges of the half tube and the inside of the inside strake of plates.
On the inside of the outside strake and in the space between the edges of the
plates of the inside strake which are joined thereto and the flange of the half tube
I place my butt and tensile plate that is to say I place it in that space which
otherwise would be filled with the liner and I form the narrow openings with the
flanged fitting piece as before described and in continuation of the narrow openings
formed at the butts of the outside strake I form a row of perforations in the inside
strake which place the half tube in communication with the outside of that strake
and I fill in the space on the outside of the inside strake that is to say the space
between adjacent outside strakes with filling pieces rivetted on to the inside strake
and through the flanges of the half tube and I form these filling pieces with the
requisite overlapping flanges to constitute the narrow openings and so as to
constitute an air channel into which the perforations open, or I fit separate flanged
fitting pieces thereto and in order to give additional strength to the parts and
better brace the transverse descending half tube I form upon the crown of the
half tube preferably by rolling a flange or fin to which I rivet the ends of the
auxiliary strengthening plates which are flanged for that purpose.
The filling pieces in combination or not with the separate flanged fitting piece
are formed of such a thickness as to bring the inside strake flush with the outside
surface of the vessel.
In some cases I make the filling pieces short and fill up with woven wire
stretched tightly from end to end of the space to be filled and held in or projected
by means of screws or studs or the like to suit the conformation of the plate it has
to fit.
This woven wire is arranged with its surface a little below the general outline
of the plates and I fill in the space both behind the wire and in frout with papier
mâché, wood pulp or the like mixed with any suitable waterproof cement and put

page_text: on with a trowel and I press or roll it into a solid mass with its outer surface flush
with the surface of the outer strake and of course to the shape of the vessel.
In some cases I fix a thin plate on the surface of the papier maché and in this
case the outside of the thin plate would come flush with the outer surface of the
outer strake.
In the case of river or other lightly built boats that is to say those built of thin
plating I sometimes place a liner in between the flange of the half tube and the
inside of the inside strake of plates in order to allow me to form the butt and tensile
plate thicker.
7
By the means lastly hereinbefore described in applying my invention to ships
built upon the intermediate break-bond system of plating I obtain a continuous
narrow opening having its direction towards the stern of the vessel all round the
ship that is to say by forming the narrow opening at the butts of the outside
strakes of plates and by arranging in continuation thereof a row of perforations
formed in the inside strake and so on alternately and by the use of the butt and
tensile plate and fitting pieces I obtain the necessary continuous narrow opening
and at the same time maintain the strength of the vessel and I also obtain a
perfectly smooth exterior surface to the vessel.
When applying my invention to a vessel which is plated upon the diagonal
system of plating I employ short lengths of transverse descending half tube which
I close at each end by any suitable means.
These short lengths of half tube I form with side flanges and somewhat wider
than the ordinary butt straps would be, which in this case I dispense with, that is
to say each short length of balf tube together with its butt and tensile plate and
auxiliary strengthening plate and overlapping fitting piece takes the place of the
ordinary butt straps and I thus form a narrow opening pointing sternwards at all
the butts below the water line or at such butts as may be selected.
.
In order to put these short pieces of half tube in communication with the
longitudinal supply pipes I form a flange on the back of each short length of half
tube and carry a tube which communicates at its upper end with the longitudinal
supply pipes diagonally across the backs of the said short lengths of half tube and
I provide this diagonal tube with flanges to meet those on the back of the short
lengths and these flanges I bolt together or in some cases I carry these com-
municating tubes horizontally along the side of the ship and bolt them to the short
lengths as above described.
In applying my invention to the bows of a vessel I form a tubular chamber or
air passage next to the stem and extending to the keel and I place this tubular
chamber in communication with the air supply and I provide small perforations at
intervals in the skin of the vessel outside which I place flanges or fitting pieces
rivetted to the stem of the vessel and which overlap the small perforations and
together with the skin of the vessel form the required narrow openings; the stem
of the vessel which is ordinarily formed parallel on each side and therefore at an
angle with the skin of the vessel leaving an air way or hollow which is covered
by the flanged fitting and communicates with the tubular chamber as before
explained.
In order to connect the air supply with all the transverse descending tubes and
the bow chamber of the vessel I employ on the exterior of the vessel a flanged
half tube which is rivetted to the skin of the vessel and extends longitudinally the
entire length thereof or as far as it is needed and communicates with each transverse
descending tube and the bow chamber.
'
These longitudinal half tubes are formed of half round, square, or other suitable
section so as to give the requisite area and are located near to the water line upon
the vessels sides and thus serve a very useful purpose as rubbing pieces to protect
the transverse descending tubes.
When employing external transverse descending tubes embedded in a wood
sheathing I flange the upper ends of the transverse tubes and bolt them to the

page_text: under side of the longitudinal half tubes and provide corresponding openings in
the latter; but when the transverse descending tubes are placed upon the interior
of the vessel I connect the longitudinal half tubes with the internal transverse
descending tubes by means of perforations in the skin of the vessel.
In some cases I flange the exterior transverse tubes at their lower ends and bolt
them to the keel.
In some cases I place a valve or stop cuck at the top of each transverse tube in
order to cut off the supply of air or water from that tube and by means of these
cocks I can to some extent steer the vessel as I can more or less cut off the supply
of air or water to either side and thus permit the skin friction more or less to act
thereon.
In practice it may be found that the air or water is not required at some parts
of the ship; especially at the stern or run of the vessel and these valves will
therefore be found of great use in cutting off the supply of air or water where it is
not needed.
If desired I employ valves at suitable intervals along the longitudinal supply
pipes.
As it is of great importance that the bow of the vessel should be as well
lubricated as the other parts thereof I preferably place the transverse descending
tubes closer together at the bow than at the other parts of the vessel.
I do not think that skin friction at the stern of the vessel is so detrimental to
the vessels progress as at the bow and I therefore in some cases do not continue the
transverse descending tubes aft of the midship section or thereabout.
When using air I employ air under pressure when the vessel starts to clear the
transverse descending tubes of water and when she has got up her speed I
simultaneously cut off the pressure and open the longitudinal supply pipes to the
atmosphere so that the water as it rushes by the narrow openings will draw the air
in between the water and the skin of the vessel.
In applying my invention to sailing vessels I so arrange the apparatus that either
water or air can be employed in connection therewith that is to say I employ a
pump or other device to force the water out of the narrow openings and also a
means of using air.
By these means when a sailing vessel is becalmed the pumps could be used to
pump the water out of the narrow openings and so propel the vessel through the
calm and when sailing in a breeze she could use air.
As it is desirable when my invention is applied to a screw steamer that the
screw propeller should work in water unmixed with air I sometimes shield the
propeller with a plate shield or conduct to the propeller water that is not mixed
with air.
When employing external transverse descending tubes embedded in a sheathing
I sometimes use instead of wood sheathing a woven wire and papier mâché or wood
pulp sheathing such as that hereinbefore described and in such case I preferably
subdivide the space between the said external transverse descending tubes both
horizontally and vertically by means of iron of H or other section rivetted to the
side of the ship and I thus break up or reduce the span of the woven wire.
The woven wire I employ is of such a mesh as to allow the papier mâché or wood
pulp or the like to pass therethrough and fill in behind the wire.
By the aid of my invention I may project or allow to flow a current of air,
water or other fluid along the sides of the vessel or if desired I may employ air
at one part and water or other fluid at any other part of the vessel.
By means of the details of construction hereinbefore given a ship builder will
be enabled to carry out in a practical manner my system for reducing skin
friction.
Dated this 5th day of January 1892.
WHITE & WOODINGTON,
27, Southampton Buildings, London, Agents.

page_text: COMPLETE SPECIFICATION.
Improvements in or connected with Ships or other Vessels.
I, GEORGE FREDERICK ASKEW of 14 Cromwell Terrace Galbraith Street
Poplar, in the County of Middlesex Engine Fitter do hereby declare the nature
of this invention 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 improvements upon an invention for which Letters
Patent were granted to me dated the 4th day of December 1884 No. 15959
entitled "Improvements in ships and other vessels, whereby the skin friction
thereof in passing through the water is reduced or counteracted and the speed
thereof increased," and my present invention has for its object primarily to improve
various details of construction and arrangement of the apparatus employed for that
purpose.
And in order that the said invention may be more clearly understood and
readily carried into effect, I will now proceed aided by the accompanying drawings
more fully to describe the same; like parts being indicated by similar letters of
reference in the several figures.
In carrying my present invention into effect, I employ a number of transverse
descending tubes arranged transversely of the vessel, and exteriorally or interiorally
thereof, and which take the form of the frame or ribs of the vessel, or in other words
follow the outline of the transverse section of the hull as described in my said
former Specification.
Referring to Figure 1, which represents a horizontal section of the skin of a
vessel, having this portion of my invention applied thereto, a represents the skin
plate, represents the transverse descending tubes, and a*
sheathing or filling between adjacent tubes.
represents a wood
Each length of these transverse tubes b is formed with several lugs b', by means
of which it is securely fixed to the skin a of the vessel, and it is provided with an
opening or slit 62 extending from end to end thereof and located upon its outer side
and directed sternwards, and through which opening a current of air is allowed or
caused to flow so as to form a lubricating film of air between the water and the
skin of the vessel.
The required slit or opening 6 in the transverse descending tube b is formed in
such manner that the stream of air is directed towards the stern of the vessel, that
is to say, one part of the transverse descending tube b adjacent to the slit or
opening is flanged at 6* or caused to overlap the other part in such manner as to
form a channel of some length parallel with the skin of the vessel, and at that
point where the air issues from the channel 3, a small cavity 62* is formed by the
overlapping square edge of the flange b* and necessarily aft, or to the rear thereof
into which the air rushes as the vessel passes through the water, and the air is thus
carried along the vessel's side.
This flow of air may be partially or wholly induced by the passage of the vessel
through the water, or it may be obtained by the aid of pumps or other suitable
means.
The transverse descending tubes b may be formed by casting or otherwise, and
the flange b✶ thereon may if desired be formed in the same process, but inasmuch
as to so form the flange 6* upon the transverse descending tubes 6 in the manu-
facture thereof would be somewhat difficult as it would be almost impossible to
obtain the necessary exactitude in the distance apart of the flanged or overlapping
part 6 from the face of the overlapped part of the tube b, I find it advantageous
to form the flanged or overlapping part 6* separately therefrom and attach it
thereto by the aid of screws or otherwise in a sufficiently substantial manner, and
with this object I form a shouldered recess in the forward side of the transverse
descending tube to receive the flange 6*, and I make this loose flange or fitting

page_text: piece 6* in convenient lengths for fitting and handling as shown at Figure 6, and
where these flanges or fitting pieces 6* meet at their ends I join them by means of
rabbet joints so as to make a solid and tight connection.
In the example given at Figure 2, the overlapping part 6* is formed in one with
the transverse descending tube b and in this case I employ a separate fitting
piece upon the after or overlapped portion in order to obtain the necessary
adjustment or exactness of the parts.
In the example given at Figure 3, I have shown the cavity 2* formed by bending
the after or overlapped portion of the transverse descending tube or it might be
formed by bevelling such part, but so as to leave the flange or overlapping fitting
piece 6* with its after edge square.
In some cases I bevel the after or overlapped part to form the cavity when
forming the narrow openings in the skin a of the vessel as hereinafter described.
The transverse descending tubes 6 are embedded in a sheathing a* of wood or
other suitable material secured to the skin plates a of the vessel on the exterior
thereof, and the transverse descending tubes bare connected with longitudinal
supply pipes arranged in any convenient position through which air is drawn or
water forced to supply the necessary film, and which longitudinal supply tubes are
hereinafter more fully referred to.
In the example given at the right hand side of Figure 4, the transverse
descending tube b is formed in two parts provided with flanges to receive bolts or
rivets, by the aid of which the two parts are secured to the skin plates a of the
vessel, and in this case I so proportion the two parts that one overlaps the other
and forms the necessary flange to constitute the narrow opening, this peculiar
construction enabling the overlapping part 6* to be formed with the necessary
exactitude.
In the example given at the left hand side of Figure 4, the transverse descending
tube b is formed in two parts as lastly hereinbefore described, but the overlapping
part 6 is formed as a separate fitting piece in the manner hereinbefore described
with respect to Figure 1.
Both of the arrangements lastly hereinbefore described possess the advantage
that the inner wall of the transverse tube bis dispensed with and the tube con-
sequently lies closer to the skin plate a and thereby reduces the thickness of the
sheathing a*.
In the example given at Figure 5, I have shown the transverse descending
tubes 6 formed in three parts provided with lugs 6 to receive bolts, the two front
portions being bolted to the back of the tube, and one of the front portions being
flanged at 6 to overlap the other, or it might be provided with a flanged fitting
piece as previously described.
In the example given at Figure 6, I have shown the arrangement of the trans-
verse descending tubes b and the fitting pieces 6* when applied to the forward or
overlapping portion of the tube.
The transverse descending tubes & may be formed in one length from the top
sides of the vessel to the keel, but I preferably form them as represented at
Figure 6 in short lengths convenient for fitting and with their ends flanged at b
and united by means of bolts (not shown) one of such lengths being preferably
formed with a male portion to enter a female portion upon the other as will be
readily understood, in order to make the joint good, and in this case the flanged
fitting pieces 6 which are also made in short lengths are made to break joint with
the lengths of the transverse descending tube b.
In the example given at Figure 7, I have shown the transverse descending
tubes 6 attached to the inside, instead of to the outside of the skin plates a of the
vessel.
In this case, in lieu of attaching the transverse descending tubes 6 to the outside
of the vessel, I form the openings 6' in the skin of the vessel and I shape the skin
plates at the forward part of the opening 6' so as to overlap those at the after part

page_text: thereof for some distance, or, as shown in the drawings I employ a separate over-
lapping fitting piece or flange 6 and upon the inside of the skin plates of the vessel
coincident with the openings 6 I rivet the transverse descending tubes 6 which are
provided with flanges b' and formed as half tubes or of other suitable section which
may be rolled or otherwise formed, and in order to strengthen the half tubes 6 and
also the skin a of the vessel at that part I place a strengthening plate d or as I
term it a "butt and tensile plate" between the said half tube b and the skin plate a
of the ship.
This butt and tensile plate d I form with a shoulder d' on each side of the face
thereof for the skin plates a to butt against.
This shoulder I make of such a depth that the joint will be of sufficient
strength and I also make that part of the butt and tensile plate d which is between
the skin plate a and the flange 6 of the transverse descending half tube b of
sufficient strength to bear the tensile strain.
In this butt and tensile plate d I form holes or apertures d³ (shown in dotted
lines) of a rectangular or other suitable shape at suitable intervals to allow the film
of air or water (if the latter be employed) to pass from the transverse descending
half tubes b to the flanged narrow openings.
In this case I as previously described make the flanged or forward part of the
skin plate bordering the narrow openings 62 or the flanged fitting piece b* over-
lapping so that the narrow opening 2 is parallel with the skin a of the vessel for
some distance, and I leave the after edge of the flanged fitting piece b* square in
order to form a cavity 6* at the after part thereof for the purpose hereinbefore
described.
When applying my invention to a ship built upon what is called the intermediate
break-bond system of plating and when forming the narrow openings 63 in the skin
of the vessel, I form such openings at the butts of the plates a which occur in
every alternate strake 80 as to avoid cutting the plates and thus unduly
weakening the vessel as will be readily understood, but I have not thought it
necessary to illustrate this, as it will be readily understood by a competent ship
builder.
3
In order to give additional strength to the vessel when constructed as represented
at Figure 7, or to compensate for the weakening effect of the openings in the skin
at the butts and to better brace the descending half tubes, I employ auxiliary
strengthening plates or straps e which extend from the crown of the transverse
descending half tube 6 which is formed with a flange or fin & thereon to which
they are secured by rivetting, bolting or otherwise and these auxiliary strengthening
plates e also at their ends extend and are rivetted to the skin a of the vessel, and I
thus make the vessel if anything stronger than before the openings were formed in
the skin.
In cases where the slit or opening 63 is formed in the skin a of the vessel I some-
times make the slit or opening continuous, that is to say from the water line to the
keel on each side of the vessel, and in this case I also make the auxiliary
strengthening plates e and the butt and tensile plate d continuous, so as to follow
the transverse descending half tube b round the vessel, and thus make up for the
loss of strength occasioned by the openings.
When forming the openings in the skin a of the vessel and the overlapping
part or flange 6* by means of a separate fitting, I cause such fitting piece or
flange to butt with its forward side against the skin plate a of the vessel, and I
screw or otherwise secure it to the butt and tensile plate d as represented at
Figure 7.
When employing the transverse descending half tubes 6 upon the interior of the
vessel I sometimes make them in one piece extending from the top side of the
vessel on one side to the top side of the vessel on the other side, or I may form
them in sections or lengths and join them with butt straps whichever is most
convenient.

page_text: Ships are generally built on what is termed the inside strake and outside strake
system, that is to say one strake of plates fits up to the angle iron frames whilst
the next strake rivets on to the outside of the inside strake, and the space in
between the angle iron frame and the outside strake of plates is filled up with a
liner.
In the example given at Figure 8 which represents the application of my
invention to this case, I carry the transverse descending half tube 6 round the ship
with the flanges of the said tube fitting close to the inside of the inside strake of
plates, that is to say I do not employ a butt and tensile plate in between the
flanges of the half tube and the inside of the inside strake of plates, but where
the tubes cross the outside strakes I use my butt and tensile plate d as represented
in Figure 7, that is to say I place it on the inside of the outside strake and in the
space between the edges of the plates a of the inside strake which are joined
thereto and the flange of the half tube, that is to say I place it in that space which
otherwise would be filled with the liner, and I form the narrow openings with the
flanged fitting piece 6* as before described and in continuation of the narrow
openings formed at the butts of the outside strake I form a row of perforations a
in the inside strake as represented by the dotted lines in Figure 8, and which place
the half tube 6 in communication with the outside of that strake and 1 fill in the
space on the outside of the inside strake that is to say the space between adjacent
outside strakes with filling pieces of metal rivetted on to the inside strake and
through the flanges of the half tube, and I form these filling pieces with the
requisite overlapping flanges to constitute the narrow openings and so as to
constitute an air channel into which the perforations open, or I fit separate flanged
fitting pieces thereto as represented in the drawings.
'The filling pieces f in combination or not with the separate flanged fitting
pieces are formed of such a thickness as to bring the inside strake flush with the
outside surface of the vessel.
In some cases, and as represented at Figure 8, I make the filling pieces of short,
and fill up with woven wire a* stretched tightly from end to end of the space to be
filled and held in or projected by means of screws or studs or the like to suit the
conformation of the plate it has to fit.
This woven wire a is arranged with its surface a little below the general outline
of the plates a, and I fill in the space both behind the wire and in front with
papier mâché wood pulp, or the like mixed with any suitable waterproof cement
and put on with a trowel, and I press or roll it into a solid mass with its outer
surface flush with the surface of the outer strake and of course to the shape of the
vessel.
In some cases I fix a thin plate on the surface of the papier mâché and in this
case, the outside of the thin plate would come flush with the outer surface of the
outer strake.
In the case of river or other lightly built boats, that is to say those built of thin
plating, I sometimes place a liner in between the flange of the half tube and the
inside of the inside strake of plates in order to allow me to form the butt and
tensile plate thicker as will be readily understood.
By the means hereinbefore described with respect to Figures 7 and 8, in
applying my invention to ships built upon the intermediate break-bond system of
plating, I obtain a continuous narrow opening 2 having its direction towards the
stern of the vessel all round the ship that is to say by forming the narrow
opening at the butts of the outside strakes of plates as shown at Figure 7, and
by arranging in continuation thereof a row of perforations formed in the inside
strake as represented at Figure 8, and so on alternately, and by the use of the butt
and tensile plate d and fitting pieces I obtain the necessary continuous narrow
opening, and at the same time maintain the strength of the vessel, and I also
obtain a perfectly smooth exterior surface to the vessel.
In the example given at Figure 9, I have shown the arrangement I employ in
applying my invention to a vessel plated on the diagonal system of plating,

page_text: When applying my invention to a vessel of this class, I employ short lengths
of transverse descending half tube b which I close at each end by any suitable
means..
These short lengths of half tube I form with side flanges and somewhat
wider than the ordinary butt straps would be, which in this case I dispense with;
that is to say each short length of half tube together with its butt and tensile
plate and auxiliary strengthening plate e and overlapping fitting piece' *
takes the place of the ordinary butt straps, and I thus form a narrow opening b
pointing sternwards at all the butts below the water line or at such butts as may
be selected.
In this case the overlapped portion of the butt and tensile plate d which
assists to form the narrow opening and the adjacent plates a are formed
bevelled.
In order to put these short pieces of half tube in communication with the
longitudinal supply pipes hereinafter more fully referred to, I form a flanged
branch c on the back of each short length of half tube and carry a tube (not
shown) which communicates at its upper end with the longitudinal supply pipes
diagonally across the backs of the said short lengths of half tube and I provide
this diagonal tube with flanges to meet those on the back of the short lengths, and
these flanges I bolt together, or in some cases I carry these communicating tubes
horizontally along the side of the ship and bolt them to the short lengths as above
described.
At Figure 10 I have shown the application of my invention to the bows of a
vessel.
In this case I form a vertical tubular channel or air passage next to the stem
pięce and extending to the keel and 1 place this tubular chamber in communi-
cation with the air supply by any suitable means, and I provide small perforations a¹
(shown by dotted lines) at intervals in the skin a of the vessel, outside which
I place flanges or fitting pieces * rivetted to the stem of the vessel and which
overlap the small perforations a' and together with the skin of the vessel form the
required narrow openings 2, the stem of the vessel which is ordinarily formed
parallel on each side and therefore at an angle with the skin a of the vessel leaving
an air way or hollow which is covered by the flanged fitting and communicates
with the tubular chamber b as before explained.
In the example given at Figure 11, I have shown a diagrammatic view
illustrating the arrangement of the transverse descending tubes and their connection
with the longitudinal supply pipes.
In order to connect the air supply with all the transverse descending tubes b and
the bow chamber 6 of the vessel, I employ on the exterior of the vessel the flanged
half tube or longitudinal supply pipe which is rivetted to the skin a of the vessel
and extends longitudinally the entire length thereof or as far as it is needed and
communicates with each transverse descending tube b and the bow chamber.
"
These longitudinal half tubes g are formed of half round square, or other suitable
section so as to give the requisite area and are located near to the water line upon
the vessels sides and thus serve a very useful purpose as rubbing pieces to protect
the transverse descending tubes b.
When employing external transverse descending tubes embedded in a wood
sheathing as represented at the left hand side of Figure 11, I flange the upper ends
of the transverse tubes and bolt them to the underside of the longitudinal half
tubes g and provide corresponding openings in the latter, but when the transverse
descending tubes are placed upon the interior of the vessel as represented at the
right hand of Figure 11, I connect the longitudinal half tubes g with the internal
transverse descending tubes b by means of perforations in the skin of the vessel.
In some cases I flange the exierior transverse tubes bat their lower ends and bolt
them to the keel.
In some cases I place a valve or stop cock at the top of each transverse tube >>
in order to cut off the supply of air or water from that tube, and by means of these

page_text: cocks I can to some extent steer the vessel, as I can more or less cut off the supply
of air or water to either side and thus permit the skin friction more or less to act
thereon.
In practice it may be found that the air or water is not required at some parts of
the ship, especially at the stern or run of the vessel, and these valves will therefore
be found of great use in cutting off the supply of air or water where it is not
nceded.
If desired I employ valves at suitable intervals along the longitudinal supply
pipes g for the same purpose.
As it is of great importance that the bow of the vessel should be as well
lubricated as the other parts thereof I preferably place the transverse descending
tubes & closer together at the bow than at the other parts of the vessel.
I do not think that skin friction at the stern of the vessel is so detrimental
to the vessels progress, as at the bow, and I therefore in some cases do not
continue the transverse descending tubes aft of the midship section or thereabout.
When using air, I employ air under pressure when the vessel starts to clear the
transverse descending tubes of water and when she has got up her speed I
simultaneously cut off the pressure and open the longitudinal supply pipes g to the
atmosphere so that the water as it rushes by the narrow openings will form the
cavity and draw the air in between the water and the skin of the vessel.
In applying my invention to sailing vessels, I so arrange the apparatus that
either water or air can be employed in connection therewith that is to say I
employ a pump or other device to force the water out of the narrow openings
and also the means of using air.
By these means, when a sailing vessel is becalmed, the pumps could be used to
punip the water out of the narrow openings and so propel the vessel through the
calm, and when sailing in a breeze she could use air.
When employing external transverse descending tubes embedded in a sheathing
I sometimes use instead of wood sheathing a woven wire and papier mâché, or
wood pulp sheathing such as that hereinbefore described and in such case I pre-
ferably subdivide the space between the said external transverse descending
tubes both horizontally and vertically by means of iron of H or other section
rivetted to the side of the ship and I thus break up or reduce the span of the
woven wire.
The woven wire I employ is of such a mesh as to allow the papier mâché, or
wood pulp or the like to pass therethrough and fill in behind the wire.
By the aid of my invention I may project or allow to flow a current of air,
water or other fluid along the sides of the vessel, or if desired I may employ
air at one part and water or other fluid at any other part of the vessel.
By means of the details of construction hereinbefore given, a ship builder will
be enabled to carry out in a practical manner my system for reducing skin friction.
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 :—
1. In a ship or other vessel provided with a number of transverse descending
tubes connecting with longitudinal supply pipes and each provided with a long
narrow opening upon its outer side formed by one part overlapping the other
constructing the forward part to overlap the rear part for some distance so as
to form a long narrow opening parallel with the side of the vessel and thereby
direct a stream of air or other fluid onto and along the side of the vessel in
manner substantially as herein shown and described and for the purpose stated.
2. In combination with a ship or other vessel a transverse descending tube of
the character referred to in the preceding claim provided with a separate flange
or fitting piece upon the overlapping part to form the long narrow opening
substantially as herein shown and described and for the purpose stated.
3. In combination with a ship or other vessel a transverse descending tube of

page_text: the character referred to in Claim-1 provided with a separate fitting piece upon
the overlapped portion substantially..as herein shown and described and for the
purpose stated.
A
4. In combination with a ship or other vessel a transverse descending tube of
the character referred to in Claim .1: formed with a square edge to the over-
lapping portion substantially as herein shown and described, and for the purpose
stated.
5. In combination with a ship or other vessel a transverse descending tube of
the character referred to in Claim 1 formed with a separate flange or fitting
piece upon its overlapping part and with its overlapped part bent inwards sub-
stantially as herein shown and described and for the purpose stated.
6. In combination with a ship or other vessel a transverse descending tube of
the character referred to in Claim 1 formed in two. or more parts substantially
.as herein shown and described with respect to Figures 4 and 5, and for the purpose
stated.
7. In combination with a ship or other vessel, a long narrow opening formed
upon the side of the vessel by means of a separate fitting piece substantially as
herein shown and described and for the purpose stated.
8. In combination with a ship or other vessel a number of perforated butt and
tensile plates, a flanged half tube located at the back of such perforations and
a flange or fitting piece located upon the exterior of the vessel in front of the
perforations to form the required long narrow opening substantially as herein shown
and described and for the purpose.stated.
9. In combination with a ship or vessel built upon the intermediate break-bond
system, the peculiar arrangement of parts substantially as herein shown and
described.
"
10. In combination with the arrangement of parts referred to in Claim 8 the
employment of auxiliary strengthening plates or straps substantially. as hereiu
shown and described and for the purpose stated.
11. In combination with. a ship or vessel a long opening formed at each butt of
the outside strake, a number of perforations formed in the inside strake of plates. in
continuation of the opening at the butts, a number of perforated butt and tensile
plates located at the butts, suitable filling pieces.upon the inside strake of plates, a
flanged half tube located at the back of the perforations and openings, and a flange
or fitting piece located upon the exterior of the vessel in front of the openings and
perforations to form the required long narrow opening substantially as herein
shown and described with respect to Figures 7 and 8, and for the purpose stated.
12. In combination. with a ship or. other vessel a filling or. sheathing composed of
woven wire shaped by means of screws or studs and filled up flush with papier
maché, wood.pulp, or the like combined. with any suitable waterproof cement, and
covered or not with, a thin, plate substantially as herein described and for the
purpose stated.
1
13. In combination with a ship or other vessel built upon the diagonal system of
plating, a number of short lengths of half tube with their ends closed and each
provided with a flanged branch thereon to communicate with a pipe carried across
the backs of the short lengths, a number of perforated butt and tensile plates, a
number of auxiliary strengthening. plates and a number of separate fitting pieces to
form the required long narrow opening at each butt or at such butts as may be
selected substantially as herein shown and described and for the purpose stated.
14., In combination with a ship or other vessel, a tubular chamber formed upon
the inside of the stem and communicating with a supply pipe, perforations formed in
the skin, plates of the vessel and flanged fitting pieces, fixed to the stem of the
vessel and covering such perforations substantially as herein shown and described.
Dated this 5th day of October:1802.
'
WHITE & WOODINGTON,
27, Southampton Buildings, London; Agents.