CERTAIN IMPROVEMENTS IN NAVAL ARCHITECTURE, AND APPARATUS CONNECTED THEREWITH, AFFORDING INCREASED SECURITY FROM FOUNDERING AND SHIPWRECK
Year: 1840

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
DAUBNEY HOLMES, of No. 5, Cannon Row, in the City of Westminster, and
County of Middlesex, send greeting.
::
WHEREAS Her present most Excellent Majesty Victoria, by Her Letters
Patent under the Great Seal of Great Britain, bearing date at Westminster,
the Third day of September, in the
year of Her reign, did, for
Herself, Her heirs and successors, give and grant unto me, the said William
Daubney Holmes, my exors, admors, or assigns, or such others as I, the said
William Daubney Holmes, my exors, adiñors, or assigns, should at any time
agree with, and no others, from time to time and at all times during the term
of years therein expressed, should and lawfully might make, use, exercise,
and vend, within England, Wales, and the Town of Berwick-upon-Tweed, and
Her Majesty's Plantations and Colonies abroad, my Invention of "CERTAIN
IMPROVEMENTS IN NAVAL ARCHITECTURE, AND APPARATUS CONNECTED THEREWITH,
AFFORDING INCREASED SECURITY FROM FOUNDERING AND SHIPWRECK;" in which
said Letters Patent is contained a proviso obliging me, the William Daubney
Holmes, by an instrument in writing, under my hand and seal, particularly to
describe and ascertain the nature of my said Invention, and in what manner
the same is to be performed, and to cause the same to be inrolled in Her
Majesty's High Court of Chancery within six calendar months next and
immediately after the date of the said in part recited Letters Patent, as in and
by the same, reference being thereunto bad, will more fully and at large
appear.

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
William Daubney Holmes, do hereby declare the nature of my said Invention
to consist,--
First, in the application of iron stringers or ribs fixed obliquely to the
ordinary angle iron ribs, on the inner side of an iron ship or other vessel, to
strengthen and give a stiffness to the sides of the ship or vessel.
Second, in the application of certain diagonal iron framing to the inner
sides of iron ships and other vessels, and the connexion or union of the same
with the stringers, angle iron ribs, and other ribs of an iron ship or other
vessel.
Third, in the application of diagonal iron framing, so as to form beams to
be fixed to the bottom of the ship, or between the decks of iron ships or
other vessels, which beams are intended to be carried longitudinally or
transversely through the ship or other vessel.
Fourth, in the construction of an iron beam for ships, boats, or other
vessels, by a combination of diagonal trussings and iron plates laid together.
Fifth, in the construction of an iron beam for ships or other vessels, by
a combination of iron plates, and wooden boards or planks.
Sixth, in the application of corrugated plates or bars of iron, for forming
stringers, ribs, beams, and other parts of iron ships and other vessels..
Seventh, in laying plates which form the outside of iron vessels obliquely.
Eighth, in the application of iron plates, or other metallic plates, for the
division of the ship or other vessels into state rooms or cabins, or for the
application of iron frames in combination with paper mache, wood, or other
material.
Ninth, the application of layers of several plates one over the other for the
resistance of shot, for ships of war and other vessels.
Tenth, for the construction of an arched or curved beam, for the support
of the deck planks or floor of the ship.
Eleventh, an apparatus connected with the ship or other vessel, to shew
the approach of shallow water, or to represent the depth of water in which
the vessel floats, and also the application of the same or similar apparatus for
representing the profile or section of the ground or bottom of the water over
which the vessel passes.
Twelfth, for the application of the compass suspension for the support of
cabins, berths, or parts of the deck of the ship or other vessel.
Thirteenth, for the means of steering or guiding boats by a rein.
Fourteenth, for an air-tight elastic enclosure for hatchways, or openings
to chambers, boxes, or enclosed divisions of the ship.

page_text: And in further compliance with the said proviso, I, the said William
Daubney Holmes, do hereby describe the manner in which my said Invention
is to be performed by the following statement thereof, reference being had to
the Drawing annexed, and to the figures and letters marked thereon (that
is to cowl.
Fig. 1 is an elevation of part of the inner side of an iron ship; and,
Fig. 2 is a plan shewing the application of the oblique stringers d, d, d, &c.
a is the outside or skin of the iron ship or other vessel. b, b, are ordinary
angle iron ribs, with other angle irons laid back to back. The oblique stringers
are plates or bars of iron placed obliquely to the angle iron ribs, and fastened
thereto at the crossing of the same. I recommend the inclination of the
oblique stringers to be reversed (right and left) from the midship, as shewn
from the line A. These oblique stringers may also be fixed, so as to butt-against
the longitudinal stringers c, c. By these means the oblique stringers act as
thrusts against the tension of the longitudinal stringers, thereby affording the
stiffness of a beam to the side of the ship or vessel.
Fig. 3 is an elevation of the inner side of part of the side of an iron ship
or vessel, shewing my diagonal bracing d, d, and e, e. a is the outer skin of the
vessel; b, b, the ordinary angle iron ribs; C, C, are longitudinal stringers;
A, A, are iron ribs. My diagonal bracing is represented by fixing the bars or
plates of iron diagonally, and fastening them to each of the ribs b, b, at the
crossing of the same, and in combination with the stringers C, C, and to butt
against the same, as shewn in these Figures. This framing is more particularly
applicable to those parts of the sides of vessels which are vertical, or nearly
vertical, so that the trussing may act as a beam laid edgeways.. e, c, represents,
niy diagonal bracing from the larger ribs A, A, of the ship or vessel. In this:
case, instead of laying the bars or plates of iron flat-ways to the side of the
vessel (as shewn in the upper part of this Figure), I fix them edgeways so us
best to resist the water pressure or other pressure from the outside and lower
parts of the ship or vessel.
Fig. 4 a is a plan, and Fig. 4 b is a section, of the method I propose for
strengthening and giving stiffness in some cases to the bottom and other parts.
of iron vessels, by introducing the brace or ties c, c, c, within and over the
angle iron ribs b, b, b, and fastening the same together, and also the ties of the:
outer skin of the vessel (a).
Fig. 5 is an elevation of a diagonally-trussed iron beam, carried longitudi
nally through the hold of the ship.

page_text: rest.
Fig. 6 is a transverse section of part of the same. A is a beam, running
longitudinally through the ship, on which the ends of the joints of the deck
B is a similar beam fixed below the first, and parallel with the same,
for the purpose of fixing the diagonal trussing. a, a, a, are bars of iron, the
ends of which butt against the edges of the two longitudinal beams A. and B.
b, b, b, are bars or plates of iron, similar to a, a, a, but require only to be
about half the thickness of a. I propose to lay these at a reverse angle, to
end on each side of the bars a, a. These several parts are fastened together
with bolts passing through the several bars. C, C, C, shew the manner in
which I connect this diagonal frame or beam with the bottom of the vessel.
fis the outer skin of the vessel; e is a longitudinal stringer, fixed on the
angle iron ribs; d, d, are stiff bars or stringers, carried through C, C, C, and
bolted thereto where the diagonal trussing is not extended to the bottom
of the ship. When the trussed beam is used with a bulkhead, the bars a, a,
are left out, and sheet iron, or other material forming the bulkhead, to be
fixed between the bars b, c.
Fig. 7 is a plan of an iron beam, formed by bolting or otherwise fastening
several plates of iron to the side of each other, and crossing the joints of each
layer of plates, that is, not to bring the joints of one line of plates opposite or
near the joint of another line, but as shewn at a, a, a.
Fig. 8 is a plan of a beam, formed in a similar manner to Figure 7, but
instead of plates of iron laid one against the other; in this case a plate of iron
and a wooden plate, or board or plank, is laid alternately with the iron plates,
which are bolted or otherwise fastened together.
Fig. 9 is a plan, and Figure 10 an elevation or side view, of an iron beam
formed by laying plates of iron similar to Figure 8; but instead of wood or
planks being laid alternately between the plates of iron, in this case I introduce
stringers a, a, at the top and bottom edges of the iron. plates, between which
stringers I fix bars or plates of iron obliquely, as shewn at b, b, with the ends
butting against the stringers a, a; the line of trussing between the next pair
of plates is reversed, as shewn by the dotted lines at c, c. Bolts are passed
through the several parts of the plates and bars, by which a strong and light
beam inay be formed to any required length. d is a short plate in addition
to the several lines of plates introduced in some cases where the joints of the
plates occur. These beams are particularly applicable for the kelson of a long
ship, and which may form risers from the kelson. before the stern post,
and within the curves of the bow of the vessel; also to form A and B, in
Figure 5, by which means the beams, combined with the diagonal trussing
between them, will form a kelson of any depth or strength required..

page_text: Fig. 10 a is an elevation of part of a trussed iron beam, laid athwart the
ship or vessel for the support of the deck planks. Fig. 10 6 is a section of
same. a is the outer skin and framing of the vessel on which the end of the
beam rests; b is an iron bar or T iron. C is a flat bar of iron, bent to the
curvation or rise of the floor; d, d, are irons made to the form here shewn,
and bolted to iron bars b and c, and the floor planks are bolted or screwed to
the upper bar c.
Fig. 11 is an end view of a corrugated plate or bar, which may be used
for stringers, beams, or ribs, by which an increased stiffness is given to the
same.
Figs. 12 & 13 shew the two sides of Fig. 11.
Fig. 14 represents two of the corrugated plates laid together to form a
beam.
:
Fig. 15, two corrugated plates, with a flat plate, or bar or plank, between
the same.
Fig. 16 is an end view of a different form of section of a. corrugated
plate.
Fig. 17 shews my plan of laying in some cases the plates a, a, of the
outer skin of the vessel obliquely, and the angle iron ribs b, c, also obliquely,
but at reverse angles to the plates a, a.
a is
Fig. 18 is an elevation, and Fig. 19 a plan of a mode of dividing parts, of
the ship or vessel into cabins or state rooms, by iron divisions, or by iron
framing, with panels of iron, papier mache, or other suitable material.
an iron frame; b is a panel to fit in the squares or divisions of the iron
frame a.
Fig. 20 is a plan, and Fig. 21 an elevation or side view, of my plan for
resisting shot to ships of war or other vessels.
u, u, u, are wooden ribs
inside the skin of the ship or vessel; y is the outside skin of the vessel,
which in this Figure is formed in panels; v, v, v, v, are short lengths of
planks, extending from the centre of one rib to the centre of another-rib;
x, x, x, are thinner planks or boards, or indian rubber, cork, felt, or other elastic
substances; between these elastic substances I lay iron plates Z, Z. These
layers of hard and elastic substances may be laid alternately in any manner
required in squares, the four corners of four squares meeting over tho
centre of the panels which form the ship's side. On a shot striking this covering
when laid on the side or other part of the ship or vessel, the elasticity will
cause the shot to rebound, or, in the event of the force of the shot being too
great to be rebounded by this covering, the difference of resistance that will
be afforded to the shot by the ribs or framing of the skin of the ship or

page_text: vessel will have a tendency to direct the shot through the weakest part, viz.,
near the meeting of the four corners of the panels w, by which means the
damage to the ship will be considerably reduced.
Fig. 22 shows the plan or method for constructing the ship's sides or outer
skin by Tirons and stringers, when wood ribs are not used.
Fig. 23 represents a vessel, with a pipe fixed to an axle or moveable centre p.
The rising or falling of the pipe will raise or lower the point q, at the side of
which is to be fixed, to some part of the vessel, a graduated scale, divided into
inches and fractions, or decimal parts. It will be obvious that the ship, as it
passes over the undulations or different levels of the ground at the bottom of
the water, that this apparatus will represent, on a reduced scale, the difference
of levels passed over. Instead of the vane or point q, a pencil point or scriber
may be fixed at right angles with 2 to act on a paper tablet or other surface, to
be moved in same time or rate, proportionate to rates at which the ship swims,
by which a section or profile of the ground S or bottom passed over will be
represented: R is a bulb or hollow ball connected with the pipe O. At the
bottom of R is a small hole for water to pass in and out of the pipe or bulb,
being at all other parts air and water-tight. At some part of the pipe, near its
connection with the vessel, the hose of an air pump K is attached; the pipe and
bulb is intended to be specifically lighter than water when empty, or when not
containing water, but to exceed the specific gravity of water when filled with
water. It may be made to keep close to the bottom without its being liable to
obstruction; in some cases a pole, or wooden rod or shaft, or other material
may be used, but I contemplate that an iron pipe, as above described, will
generally be found most convenient.
Fig. 24 shews the application of reins to guide two or more boats when
connected together, by which means a number of boats may be steered or
guided by one person in the first boat. a, a, are the reins, which are fixed to
levers, having their fulcrums in one boat and united with the other boat by the
connecting bar d at c; the lever to be balanced so as to fall back when not
pulled forward. It will be obvious, that as the boats are drawn forward, if one
of the reins be pulled forward the space between the boats will be reduced on
that side on which the rein is pulled, by which means a curvature in the
line of boats is formed, and which will direct the boats to the right or left.
Fig. 25 is a bag open at both ends, or flexible pipe made of indian-rubber,
cloth, or other suitable material, for covering the hatchways of air-tight holds
of ships, fishing boats, and other vessels. By a double tie a, b, goods may be
put in without danger of water getting in when open. The tie a, when fixed
to an air-tight joint to the opening at the top of the hold, is to be first opened

page_text: and goods put into the pipe or bag while the tie b remains closed; then the tie
a is to be closed, and the tie b to be opened to let the goods fall into the hold.
Fig. 26 is a frame similar to what is used for suspending the compass in the
Linnacle, or a chronometer in its stand or box. This I apply for the suspension
of beds, cabins, or other internal parts of the ship.
Now whereas I claim, as my Invention, the following improvements; that is
to say:
First, the application of iron stringers or ribs fixed obliquely to the ordi
nary angle iron ribs, and fastened to the same..
Second, the application of diagonal iron framing or trussing, in combination
with the stringers and angle iron ribs of iron ships, boats, or other vessels,
and also diagonal iron framing or trussing fixed to ribs and stringers within
the ordinary angle iron ribs, as shown in Fig. 3.
Third, the application of diagonal bearing and trussing to be fixed longi-
tudinally or transversely through the ship or other vessel, or parts thereof, as
herein described, and the connections of the same to the bulkheads to give
stifness and strength thereto, and to reduce the strain of the bulkheads on the
sides of the vessel.
Fourth, the construction of an iron beam, by a combination of iron plates
and iron trussing, as described in Fig. 9 and 10.
Fifth, the construction of a beam, by a combination of iron plates and
wooden boards or planks, not less than three of one and two of the other, laid
together alternately, as shewn in Fig. 8.
Sixth, the construction of an iron beam, by several iron plates being laid
and fastened together, as shewn in Fig. 7.
Seventh, the application of corrugated plates or bars of iron to give stiffness
to the stringers, beams, bracings, trussings, or ribs of iron ships and other
vessels.
Eighth, the division of the ship or other vessel into cabins or state rooms
by iron plates or iron framework, in combination with wood, papier mache, or
other suitable material, which may be used for panels.
Ninth, the application of layers of several plates of iron and other material,
one over the other, to ships of war and other vessels, for the resistance of
shot.
Tenth, the construction of an arched trussed iron beam for the support of
the planking of the decks.
Eleventh, an apparatus to represent the undulations or section of the
ground over which the ship or other vessel floats.

page_text: Twelfth, the application of the compass or chronometer suspension for the
suspension of berths or cabins.
Thirteenth, the steering of boats and other vessels by means of reins.
Fourteenth, the application of an air-tight pipe made of indian-rubber, cloth,
or other suitable material, for closing hatchways or other openings in the decks
or other parts of ships, boats, and other vessels.
And such my Invention being, to the best of my knowledge and belief,
entirely new, and never before used within that part of Her said Majesty's
United Kingdom of Great Britain and Ireland, called England, Her said
Dominion of Wales, and Town of Berwick-upon-Tweed, and Colonies and
Plantations abroad, I do hereby declare this to be my Specification of the
same; that I do verily believe this, my said Specification, doth comply in all
respects, fully and without reserve or disguise, with the proviso in the said
herein-before in part recited Letters Patent contained; wherefore I do hereby
claim to maintain exclusive right and privilege to my said Invention.
In witness whereof, I have hereunto set my hand and seal, this Third
day of March in the year of our Lord One thousand eight hundred and
Inrolled the Third day of March, in the year of our Lord One
thousand eight hundred and forty-one.