IMPROVEMENTS IN CONSTRUCTING SHIPS: OR VESSELS
Year: 1861

page_text: PROVISIONAL SPECIFICATION left by the said William Simons at the
Office of the Commissioners of. Patents, with his Petition, on the.
9th September 1861.
E.I WILLIAM SIMONS, of Renfrew, in the County of Renfrew, North
Britain, Shipbuilder, do hereby declare the nature of the said Invention of
"IMPROVEMENTS IN CONSTRUCTING SHIPS: OR VESSELS," to be as follows,: that'
is to say:
This Invention.comprehends, various.improvements in the construction of
ships or vessels for. mercantile and for-war purposes, and has generally.for
object increased strength and. protection. The said improvements classed:
under separate heads are as follows:
First, in ships or vessels having iron thwart-ship bulkheads, the connecting!
oficach: bulkhead with the beams on one or both sides of it by.horizontal:
diagonalplates or bars secured to the bulkheads, and along the upper orlower:
edge of the beams. The object is to provide a strong diagonal fastening,
Priss 8d1

page_text: having the bulkheads as a basis of support, which system may be carried out.
in various ways. Thus the diagonal plates or bars may pass through the
bulkhead, and be adopted along one, two, or more ranges of beams; and they
may also be applied along the tops of tlie bulkheads, and secured thereto. If
preferred, the diagonal plates or bars may extend from side to side of the
vessel, and be secured thereto, or they may terminate at or near longitudinal
lines at each side of the hatches. The same system may be carried out by
socuring the upper sides of each bulkhead at each side of the vessel by large
horizontal triangular plates or frames fixed to the gunwale stringer and to
the bulkheads. Or the bulkheads may have applied to each of them one,
two, three, four, or inore diagonal plates or bars, arranged separately or in
pairs. Bulkheads secured on this system may be adopted to the entire or
partial exclusion of the ordinary beams, in which case the deck may be of
a greater than the ordinary thickness. The diagonal plates or bars may be
of beam iron or other section.
Second, the placing of deck beams in reverse diagonal directions in the
samerange, the beams below or above each other in the different ranges being
also in reverse directions. This system is applicable to the beams or bearers
supporting the cabin, steerage, or forecastle floors; and the beams or bearers
may be of iron or timber. Or the entire range of beams may be placed in
one diagonal direction, having over them an entire range of metal plates
about the same distance apart in the reverse diagonal direction, and com-
pletely fastened to each other and the side stringers.
Third, in constructing an iron ship or vessel, the erecting of the 'thwartship
iron bulkheads, and the bending on the external vertical edges thereof of
diagonal iron plates or bars riveited to and having their basis of support on
the bulkheads. The more numerous the bulkheads are in a vessel thus
constructed the better; and if a very frequent subdivision of the hold is
objectionable, there may be alternated with a few entire bulkheads, partial
bulkheads, or strong vertical plate frames, having their 'thwartship flanges
projecting considerably inwards. These partial bulkheads or deep frames may
be formed of iron latticework. On the framing thus constructed the external
plating is secured and rivetted: The diagonal frame plates or bars may be
attached to, be passed through, or be otherwise supported on the bulkheads,
such diagonal plates or bars tailing along the outside or inside edges of the
present vertical frames, to each of which, or to the vessel's side, they are
securely rivetted throughout their length. This system of diagonal fastening
may be applied under various modifications, either externally or internally to

page_text: iron or steel ships or vessels, the plates or bars being in all cases secured to
the bulkheads, and having their basis of support thereon.
Fourth, the diagonal trussing of the insides of iron or steel paddle steamers
in such a way as to take advantage of the insides of the paddle-box framing to
form a strong trussed arch at a part requiring extra support. This diagonal
trussing may be modified in various ways, and may be constructed with iron of
various sections. Similarly saloons or other deck erections may be taken
advantage of to extend the diagonal trussing, and obtain increased strength.
Fifth, the applying to paddle steamers of diagonal 'thwartship tie bars,
extending from the upper part of each paddle box through the deck down to
the bilge. These diagonal bars may at their upper ends be secured to the
paddle-box platform, and they may also be rivetted to the vessel's beams. In
a similar way the diagonal iron bars ordinarily used externally to support the
paddle beam, and usually fastened below to the outside plating of the vessel,
may be continued through the side, and be secured inside to the bilge,
keelsons, engine seat, or main keelson, or to the inside of the vessel's bottom
or bilge. These bars may or may not be fastened at the points where they
enter the vessel's side, whilst the apertures at which they enter are made
water-tight by means of doubling plates, fitted to and caulked round the
bar or by other means.
Sixth, the extending of beams or bars from the wingwale of paddle steamers
diagonally across the vessel to form a horizontal diagonal deck trussing.
These bars are, if possible, fastened to the bulkheads, and to any beams
they may come in contact with.
Seventh, the constructing and placing of side paddle wheels so that their
floats shall draw more water than the vessel, or project down several inches or
feet below the line of the vessel's bottom or keel. Also the making of metal
paddle floats with flanges or ribs upon the acting face, or of such a shape as
to present a zig-zag section, that is, having angulated corrugations.
Eighth, in connection with fore and aft deck planking upon diagonal beams,
as described in the Specification of Letters Patent granted to the present
applicant, and dated 9th July 1858 (No. 1545), or upon ordinary beams, the
fastening of such planking wholly or partially with 'thwartship diagonal seam
bolts between the beams. By these means the deck is strengthened, vibration
decreased, and a greater beam space permitted. Under this head is also
included the fastening of deck plank butts by transverse seam bolts entering
the adjoining planks.
Ninth, the substituting for-the longitudinal bars ordinarily fixed at slight.

page_text: distances apart inside iron vossols for the protection of the cargo, of bars of
various sections, arranged diagonally in one or two longthis, and in various
ways, being well secured, 20 as to increase the strength of the vessel, as
well as protect the cargo.
Tenth, the forming and applying of vertical, diagonal, or lattice-truss bulk-
heads of iron in the coal bunkers, engine rooms, and other parts of steam
vessels, or where from the space occupied by machinery or boilers, a direct
'thwartship connection cannot be obtained. Entire bulkheads of this con-
struction may also be applied to the holds of sailing or steam ships or vessels.
Or the transverso framing of a vessel may consist of such bulkheads to the
entire or partial exclusion of the kind of framing commonly adopted.
Eleventh, the fastening of timber on the outsides of iron battle ships or war
vessels from about the water line to the gunwale, such timber being disposed
diagonally in one or more layers, and in one or in reversed diagonal directions
on one sido the parts directly opposite on the other side being in the reverse
diagonal directions. Or the timber may be disposed in the fashion of diagonal
trusses.
Twelfth, the applying of diagonal T-iron, angle-iron, or bar-iron trusses to
the outsides of iron vessels from about the water line to the gunwale. The
spaces between or over such bars may or may not be covered with timber. It
is, however, preferred so to cover them, the timber being arranged vertically,
diagonally, or horizontally. This improvement is more particularly applicable
to war ships having armour plates.
Thirteenth, in war vessels formed with internal angular shields according to
the plan described in the Specification of Letters Patent granted to the
present applicant, and dated the 2nd January 1860 (No. 3), the filling-up of
the triangular spaces between the shields and the external timber side, with
timber arranged with its fibres in any direction, but by preference athwartship.
The timber may be built up with pieces of metal or other material in its
interstices, or introduced otherwise to increase its resisting power.
Fourteenth, the constructing of the side of a battle ship or war vessel with
several thicknesses of iron and timber arranged alternately, the timber being.
disposed horizontally, vertically, or diagonally. The thicknesses may be varied,
but inch for the iron and Gto S inches for the timber are suitable proportions.
Instead of timber, the spaces between the metal shells may be occupied by
short tubes or hollow cylinders or prisine, disposed transversely so as to forma
sort of honeycomb," such "honeycomb" construction inay be adopted with
only two shells, an inner and an outer one. Ships sides constructed in those

page_text: ways may be made upright or more or less inclined, and generally this im-
provement may be combined with the system of construction described in the
earlier Specification already herein referred to." Or the side of a battleship
above the load water line may be composed of flat bars of steel or iron (six
inches by two inches, for example,) built up together side by side, and with
the edges presented externally and internally, the ordinary angle-iron frames
and plates being dispensed with. The bars may be rolled or forged, and they
may be fastened to each other by screw bolts, rivets, or otherwise. The beam
ends and knees are built into the ship's side, and an iron clamp or clamps are
fixed externally, being checked to receive every bar, the latter being formed
with a projection therefor. The bars may also be formed of such sections
as to lock together.
Fifteenth, the constructing of iron diagonal latticework yards, masts, or
spars, with long bars of T-iron or angle iron alone, or together, or in connection
with flat bars, and with internal horizontal transverse bars or bolts. Or the
spars may have throughout their length, circular, solid, or perforated discs,
secured to the outside of the latticework. Similarly external hoops may be
rivetted or otherwise secured to the outsides of such latticework yards, masts,
or spars.
Sixteenth, the rivetting of the bands of iron rudders upon the rudders them-
selves instead of upon the stern post; the axis being in the stern post, which is
formed with apertures to receive the bands instead of in the rudder stock.
This arrangement permits of the plate ends being caulked in a more satis-
factory manner than hitherto. Also in war ships the extending of the external
armour plating round the stern, and to a short distance below the water line,
in such a way as to completely enclose and protect the rudderstock. Similarly
the improved bar-built or other armour side may be extended to protect
the rudder stock, it being understood that this improvement applies to the
ordinary arrangement of rudder.
Seventeenth, the making of a vessel's iron mooring bits hollow and with
suitable communications with the cabin or hold, so as to act as ventilators,
being provided with adjustable water tight covers. Similarly, pall bits and
other bits passing through a vessel's deck, covering board or waterway
may be adapted to act as ventilators.
In conclusion, it is to be observed that whereas iron is herein-beforegenerally
mentioned as the material to be used, other metals or varieties of metal may
in many cases be used in carrying out the improvements.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent
filed by the said William Simons in the Great Seal Patent Office on
the Sth March 1562.
TO ALL TO WHOM THESE PRESENTS SHALL COME, 1, WILLIAM
SIMONS, of Renfrew, in the County of Renfrew, North Britain, Shipbuilder,
send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Ninth day of September, in the year of our Lord
One thousand eight hundred and sixty-one, in the twenty-fifth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me, the
said William Simons, Her special licence that I, the said William Simons, my
executors, administrators, and assigns, or such others as.1, the said William
Simons, my excentors, 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
CONSTRUCTING SHIPS OR VESSELS," upon the condition (amongst others) thai T,
the said William Simons, my executors or administrators, by an instrument
in writing under my, or their, or one of their hands and seals, should par-
ticularly 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.
NOW KNOW YE, that I, the said William Simous, do hereby declare the
nature of my said Invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement in writing, reference being had to the accompanying Drawings,
and to the letters and figures marked thereon, that is to say :-
My said Invention comprehends various improvements in constructingships
or vessels for micrcantile and for war purposes, and has generally for object
increased strength and protection.
And in order that my said Invention may be properly understood and
carried into effect, I have hereunto appended six Sheets of explanatory
Drawings, to which reference is made in the following particular description
of my improvements.
The said improvements, classed under separate heads, are as follows:-

page_text: First, in ships or vessels having iron 'thwartship bulkheads, the connecting
of such bulkheads with the beams on one or both sides by horizontal diagonal
iron plates or bars secured to the bulkheads and along the upper or lower
edge of the beans. The object is to provide a strong diagonal fastening
having the bulkheads as a basis of support, which system may be carried
out in various ways. Thus the diagonal plates or bars inay pass through
the bulkhead, and be adopted along one, two, or more ranges of beams,
and they may also be applied along the tops of the bulkheads, and be
secured thereto. If preferred the diagonal plates or bars may extend from
side to side of the vessel, and be secured thereto, or they may terminate at
or near longitudinal lines at each side of the hatches.
The same system may be carried out by securing the upper sides of each
bulkhead at each side of the vessel by large horizontal triangular plates or
frames fixed to the iron gunwale stringer and to the bulkheads; or the bulk-
heads may have applied to each of them one, two, three, four, or more diagonal
plates or bars, arranged separately or in pairs. Eigures A, B, C, D, and E,
Sheet 1 of the accompanying Drawings, show the various modes of doing this.
Bulkheads secured on this system may be adopted to the ontire or partial
exclusion of the ordinary beams, in which case the deck may be of a greater
thickness than usual. The diagonal plates or bars may be of beam iron, plate
iron, or other section of iron.
Second, the placing of deck beams in reverse diagonal directions in the same
range, the beams below or above in the different ranges being also in reverse
diagonal directions. Figure F, Sheet 1, shows the mode of doing this, the
bold lines representing one range of beams, and the dotted lines another range
of beams. This system is applicable to the beams or bearers.supporting the
cabin, steerage, or forecastle floors; and the beams or bearers may be of iron
or timber. Figures G, Sheet 1, and A°, Sheet 2, show this; or the entire
range of beams may be placed in one diagonal direction, having riveted over
them an entire range of plates, about the same distance apart, in the reverse
diagonal direction, and securely fastcued to the top of the beams and to the
side stringers, see Figures II, Sheet 1, and A 17, Sheet 2; or the beams may
be arranged in a zig-zag direction, having diagonal plates secured to their
upper surface, as shown in Figure F, Sheet 1. "Thwartship or cominon
beams may be arranged alternately with one, two, or more diagonal beams in
one or more ranges, and in the various modes shown in Figures K and L,
Sheet 1, the bold lines showing one range of beams, the dotted lines another
range; or the 'thwartship beams may be arranged with two diagonal tails or

page_text: trusses at each end, as shown in Figure A, Sheet 2, the dotted lines being
intended to represent a portion of the lower range of beams.
on the
Third, in constructing an iron ship or vessel, the erecting of the 'th wartship
iron bulkheads, and the bending on the external vertical edges thereof of.
diagonal iron plates or bars riveted to and having their basis of support on
the bulkheads. The more numerous the bulkheads are in a vessel thus
constructed the better; and if a very frequent subdivision of the hold is
objectionable, there may be alternated with a few entire bulkheads partial
bulkheads, or strong vertical plate frames, having their 'thwartship flanges
projecting considerably inwards; or this system may be adopted.
common vertical frames; or these partial bulkheads or deep frames be
may
formed of iron latticework. On the framing thus constructed the external
plating is secured and riveted. The diagonal frame plates or bars may be
attached to, be passed through, or be otherwise supported on the bulkhends,
such diagonal plates or bars tailing along the outside or inside edges of the
present vertical frames, to each of which or to the vessel's side they are
securely riveted throughout their length. This system of diagonal fastening
may be applied under various modificatious, either externally or internally to
iron or steel ships or vessels, the plates or bars being in all cases secured to
the bulkheads, and having their basis of support thereon. Figures M, N,
and O, Sheet I, show the various modes of carrying out this system.
Fourth, the diagonal trussing of the insides of iron or steel paddlesteamors
in such a way as to take advantage of the insides of the paddle-box framing to
form a strong trussed arch at a part requiring extra support. This diagonal
trussing may be modified in various ways, and may be constructed withviron
of various sections. Similarly, saloons or other deck erections may be taken
advantage of to extend the diagonal trussing and obtain increased strengtli.
Figures P, P, Q, and R, Sheet 3, show various modes of carrying out, this
arrangement. The starboard side may have a revorse, diagonal direction
from tho port side.
.
Fifth, the applying to paddle steamers of diagonal thwartship tie bars
extending, from the inner part of cach paddle box through the deck down to
the bilge.
These diagonal bars may at their upper ends be secured to the
paddle-box platform,and they may also be riveted to the vessel's beams where
theypass. I a similar way the diagonal iron bars ordinarily used externally
to support the paddle beams, and usually fastened below to the outside plating
of the vessel may be continued through the side, and be secured inside to the
bilge keelsons, engine seat, or main keelsou, or to the inside of the vessel's

page_text: bottom or bilge. These bars may or may not be fastened at the points, where
they cuter the vessel's side (but I prefer to so fasten them) whilst the
apertures at which they enter are made water-tight by means of doubling
plates fixed to aud caulked round the bar, or by other means. See Figure S,
Sheet 3.
Sixth, the extending of beams or bars from the wingwale of paddle steamers
diagonally across the vessel, to form a horizontal diagonal deck trussing.
These bars are, if possible, fastened to the bulkheads, and to any beams
they may come in contact with. See Figure T, Sheet 3.
Seventh, the constructing and placing of side paddle wheels so that their
floats shall draw more water than the vessel or project down several inches or
feet below the line of the vessel's bottom or keel. See Figure S, Sheet 3. Also
the making of metal paddle floats with flanges or ribs upon their acting face, or
with a 'thwartship curve, or of such a shape as to present a zig-zag section,
that is, having angulated or circular corrugations. See Figure S, Sheet 2.
Eighth,in connection with fore-and-aft deck planking upon diagonal beams,
as described in the Specification of Letters Patent granted to the present
Patentee, and dated the 9th July 1858, (No. 1545,) or upon ordinary beans,
the fastening of such planking wholly or partially with 'thwartship diagonal
seam bolts between the beams. By these means the deck is strengthened,
vibration decreased, and a greater beam space permitted. Under this head is
also included the fastening of deck plank butts by transverse seam bolts
entering the adjoining planks. See Figure V; Sheet 3.
Ninth, the substituting for the longitudinal iron ceiling bars ordinarily fixed
at slight distances apart inside iron vessels for the protection of the cargo, of
bars of various sections, arranged diagonally in one, two, or more lengths, and
in various ways, being well secured so as to increase the strength of the
vessel, as well as to protect the cargo. See Figures W; Sheet 3, and À 12,
Sheet 2, showing modes in which such may be done. This arrangement may
be also carried out in connection with my diagonal hold stanchions or trussés,
which 1 place in a reverse diagonal range to these internal side ceiling bars,
as shown in Figures A13, A4,A15,and A18, Sheet ; or the fráines of the vessel
may be placed in a diagonal direction reverse to the diagonal hold stanchions,
as shown in Figure A 19, Sheet 2, the dotted lines representing the hold
stanchions, and the bold lines tlie frames.
Tenth, the forming and applying of vertical,diagonal; or lattice-truss bulk-
heads of iron in the coal bunkers, engine rooms, or other parts of steamvessels,
where from the space occupied by machinery or boilers, or other causes,a direct

page_text: 'thwartship connection cannot be obtained. Entire bulkheads of this con-
struction may also be applied to the holds of sailing vessels or steamers;
or the transverse framing of a vessel may consist of such bulkheads, to the
entire or partial exclusion of the kind of framing commonly adopted.
Figures X, Sheet 4, show some modes of doing this.
Eleventh, the fastening of timber on the outsides of iron battle ships or war
vessels from about the load waterline up to the gunwale, such timber being
disposed diagonally in one or more layers, and in one or in reversed diagonal
directions on one side, the parts directlyopposite on the other side being or not
being in the reverse diagonal directions; or the timber maybe disposed in the
fashion of diagonal trusses. Figures Y,Sheet 5, show various modes of doing
this, part of the iron armour plates being shown fastened to the wood.
Twelfth, the applying of diagonal angle iron, T-iron, or bar iron trusses to
the outsides of iron vessels, from about the waterline to the gunwale. The
spaces between or over such bars may or may not be covered with timber. It
is, however, preferred so to cover them, the timber being arranged vertically,
diagonally, or horizontally. This improvement is more particularly
applicable to war ships having armour plates. Figure Z, Sheet 5, show
modes of doing this.
Thirteenth, in war vessels formed with internal angular shields, according
to the plan described in the Specification of Letters Patent granted to the
present l'atentee, and dated the 2d January 1860, (No. 3.) the filling up of
the triangular spaces between the shields and the external timber side,
with timber arranged with its fibres in any direction, but by preference
athwartships. The timber may be built up with picces of metal or other
material in its interstices or introduced otherwise to increase its resisting
power. See Figure A, Sheet 5.
Fourteenth, the constructing of the side of a battle ship or war vessel with
soveral thicknesses of iron and timber arranged alternately, the timber being
disposed horizontally, vertically, or diagonally. See Figure A3, Sheet 5. In
some instances iron alone may be thus used, as in Figure A,Sheet 5, which
exhibits the manner in which I arrange the iron bars, which in this case are
of flat section, say 7×2 in., and in three thicknesses, two placed diagonally,
and one vertically, or horizontally, and all secured together with rivets, or
screw bolts. The horizontal or vertical thicknesses may or may not be the
outer skin. The thicknesses may be varied, but inch for the iron, and 6 to
$ inches for the timber are suitable proportions.
Instead of timber the spaces between the metal shells maybe occupied byshort
See Figure A", Sheet 5.

page_text: tubes, or hollow cylinders, or prisms,disposed transversely, so as to form a sort
of "honeycomb;" such "honey comb" construction may be adopted with only
two shells, an inner and an outer one. See Figures A4, Sheet 5. Ships' sides
constructed in these ways may be made upright or more or less inclined, and
generally this improvement may be combined with the system of construction
described in the earlier Specification already herein referred to; or the side of
a battle ship above the load water line may be composed of flat bars of steel or
iron (6 inches by 2 inches, for example,) built up together side by side, and
with the edges presented externally and internally, as shown in Figure A³,
Sheet 6, the ordinary angle-iron plates and frames being dispensed with. The
bars may be rolled or forged, and they may be fastened to each other by
screw bolts, rivets, or otherwise. The beam ends and knees are built into
the ship's side, and an iron clamp or clamps may be fixed externally, being
checked to receive some of the bars, which are formed with a projection therefor.
The bars may be also formed of such sections as to lock or interlace together,
and this construction may be arranged vertically or diagonally. From about
the load water line down to the keel at the usual distance apart, say 18 inches,
the bars are continued down to the keel, and to their edges is fastened the
usual angle iron, to which is riveted the usual iron bottom plates.
Fifteenth, the constructing of iron or metal diagonal latticework yards,
masts, or spars, with long bars of T-iron, or angle iron, alone or together,
or in connection with flat bars, and with internal horizontal transverse bars
or bolts; or the spars may have throughout their length circular, solid, or
perforated discs, secured to the inside of the latticework. Similarly external
hoops may be riveted or otherwise secured to the outsides of such latticework
yards, masts, or spars.
Sixteenth, the riveting of the bands of iron rudders upon the rudders them-
selves instead of upon the stern post, the axis being in the stern post, which is
formed with apertures to receive the bands, instead of in the rudder stock;
see Figure.A7, Sheet 4; or the stern post may be formed with projections on
its fore edge in way of the rudder bands, of sufficient size to allow the external
plates to be cut away to make room for the rudder bands, as shown in
Figure As, Sheet 4. These arrangements permit of the plate ends being
caulked in a more satisfactory manner than hitherto. Also in war ships the
extending of the external armour plating round the stern and to a short
distance below the water line, in such a way as to completely enclose and
protect the rudder stock from shot. Similarly the improved bar-built or other
armour side may be extended to protect the rudder stock, it being understood

page_text: that this improvement applies to the ordinary arrangement of rudder. See
Figure A, Sheet 1.
Seventeenth, the making of a vessel's iron mooring bits hollow, and with
suitable communications with the cabin or hold, so as to act as ventilators,
the orifice. being provided with adjustable water-tight covers. Similarly
pall bits and other bits passing through a vessel's deck, covering board,
or waterway may be adapted to act as ventilators. See Figures A and A";
Sheet 4.
In conclusion, it is to be observed that whereas iron is herein-before generally
mentioned as the material to be employed, other metals or varieties of metal
may in many cases be used in carrying out the improvements.
In witness whereof, I, the said William Simons, have hereunto set my
hand and scal, this Fifth day of March, in the year of our Lord One
thousand eight hundred and sixty-two.