CERTAIN IMPROVEMENTS FOR THE PURPOSES OF SETTING, WORKING, REEFING, AND FURLING, THE SAILS OF BOATS, SHIPS, AND VESSELS
Year: 1825

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, MOLYNEUX
SHULDHAM, of Brompton Hall, Wrangford, in the County of Suffolk, Lieutenant
in the Royal Navy, send grecting.
WHEREAS His present most Excellent Majesty King George the Fourth,
by His Letters Patent under the Great Seal of Great Britain, bearing date
at Westminster, the Eighth day of July, in the sixth year of His reign, did,
for Himself, His heirs and successors, give and grant unto me, the said
Molyneux Shuldham, His especial licence, that I, the said Molyneux
Shuldham, my exors, administrators, and assigns, or such others as I, the
said Molyneux Shuldham, my exors, adññiors, and assigns, shoud 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 also in all His said Majesty's Colonies and Plantations abroad,
my Invention of "CERTAIN IMPROVEMENTS FOR THE PURPOSES OF SETTING,
WORKING, REEFING, AND FURLING, THE SAILS OF BOATS, SHIPS, AND
VESSELS;" in which said Letters Patent there is contained a proviso obliging
me, the said Molyneux Shuldham, 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 His Majesty's High Court of Chancery within
two 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 had,
will more fully and at large appear.

page_text: NOW KNOW YE, that in complianco with the said proviso, I, the said
Molyneux Shuldham, do hereby declare that the nature of my said Invention,
and the manner in which the same is to be performed, are particularly
.described and ascertained in and by the Drawings hereunto annexed, and the
*following description thereof (that is to say) :-
:
The chief objects of my said improvements in the setting and working the
sails of boats, ships, and other vessels, are the saving and reducing of manual
labour and of the running rigging, and the consequent wear and tear thereof,
and which said objects I effect by causing the sails connected with.the masts to
turn altogether upon necks and pivots made at the lower end of the masts as
centres, and which said.necks move in collars affixed and secured to the beams
of the boats, ships, or other vessels, whilst the pivots turn in steps or pivot
'holes secured to their keelsons. The turning or moving of the masts and sails
may either be effected by the action of the wind upon the sails or by manual
labour, or by both conjointly, and the quantity of their motion may be regu-
-lated or limited by employing tackle, properly. fitted for the purpose.
In order, however, to render the explanation of the various methods in
which I carry my said improvements into effect. more intelligible;: I shall
proceed to, refer to the different Figures contained in the Drawings, which as
aforesaid are, annexed to; this Specification, and in all of which Figures the
same letters and figures of reference indicate the similar parts...
In Drawing No. 1; A, Figs. 1, 2, and 3, represents a mast; B, the neck of it
turning in a collar C affixed in the beam or thwart of a boat D; E, the pivot_
moving in a step or pivot hole F, secured to the keelson G. For the sake of
strength I form the shaft or lower part of the mast A, and the neck and pivot
upon it, of wrought iron or other; proper metal or compositions of metal, and.
unite or connect it with the upper or wooden part of the mast by letting it in
and securing it firmly by driving hoops of metal over the place of juncture.;.
H is the boom turning upon a pin passed through holes made in the shaft
.and in a piece of metal I affixed to the boom K, and secured therein either
by a screw and nut, a forelock, or other proper means. By this contrivance
the boom can be turned upon the pin, and brought parallel with the mast, for
the convenience of stowing it in the least compass. J is the yard either
hoisted by a-halyard passed through a shieve hole K; made in the head of
the mast, as, shewn, or by means of:a. block fixed to the masthead; and
which halyard is, belayed to a cleat L affixed to the mast; M, the sail laced
both, to the yard and, boom; N, the sheet affixed to the boom, and passed
through the block O, which is, affixed amidships, and is then belayed to a
cleat.

page_text: Fig. 2 represents the mast as unstepped, the boom turned nearly parallel
to it, and also the yard and sail ready for furling the latter, as shewn in
Fig. 3.
Having thus described the simplest construction and application of my said
improvements, I shall next proceed to give an example of another construction
shewn in Fig. 4 of Drawing No. 2, which is an elevation of a lugsail boat,
and in Fig. 5, which is a plan of it. In this construction I affix a cross P,
formed either of wood or metal upon the head of the shaft or upright axis A
(not shewn in these Figures), the two pieces forming the cross being placed
at angles of about 79° and 108°, the broom H being fixed between the wider
openings in the cross, as shewn in Fig. 5. Instead of an ordinary mast from
each end of the cross a pole Q ascends, and which are all four firmly united
at top to a masthead R, they being let into stop grooves made around the
lower end of it to receive them, and are all securely bolted and rivetted
together; in addition to which an angular iron plate may be occasionally
affixed to each side in the same manner, in order to strengthen it still more.
The four poles Q have shoulders and tenants formed at their other ends, which
are let into mortice holes made in the ends of the cross to receive them, and
are secured underneath the cross by pins driven through holes made in the
tenants. The points of union at the ends of the cross may also be farther
strengthened by the introduction of iron or wooden knees, in case the encreased
bulk of the parts require it, and as will be described hereafter. These poles
so united form my open quadrangular pyramidal mast; J is the yard hoisted,
as already described; and M is the sail. I work this sail in the following
manner: A grooved wheel is affixed underneath the arms in the angular
groove; around this wheel an endless rope S is lodged, which is passed
through the blocks T, T, affixed to the gunwale of the vessel, at a sufficient
height for the men to work it. By this contrivance the vessel may be wore
without the necessity of jibing the sail; but in tacking or working to windward
the sail must be held by a sheet affixed to the boom, as before described, and
be allowed either to act of itself or be moved by hand.
Fig. 6 exhibits a different form of an open quadrangular pyramidal mast⚫
calculated for a latteen sail, the poles Q, Q, being inclined forwards to balance
the yard and boom the better. The yard J and the boom H are united at
their fore ends by a pin or bolt passed through holes made for the purpose,
and secured by a forelock.
Fig. 7 exhibits an elevation of what I term my open triangular pyramidal
mast; Fig. 8 is a plan of it, and Fig. 9 the same as Fig. 8, but with the sails
set. Here the arms of the cross P are placed at right angles to each other,

page_text: and two of the three poles Q, Q, Q, are let into mortise holes made on each
side in the ends of the cross, while the third is passed through a hole made in
the boom H, or lengthened arm of the cross P. U, U, U, U, Figs. 7 and 8,
are four strengthening braces affixed to each end of the boom, and to the two
side poles; the fore and aft pieces forming the boom H, HI, are scarfed to two
of the arms of the cross P, and aro firmly bound by hoops; they also rise up
at each end, as shewn in Figs. 7 and 9, in order to prevent the sails from
dipping into the water when sailing before the wind. The topmast is joined
to the upper part of the fore pole Q by the two caps V, V, in the usual
manner, and is furnished with a cross tree or spreader, and the fore pole is
united to the two side poles by means of an angular wooden block W, with
two stopped grooves in its sides to receive the ends of the two side poles, and
a third groove for the fore pole to lie in, the whole being also firmly bolted
and hooped together. These open triangular pyramidal masts are adapted
for cutters, schooners, sloops, and many other descriptions of fore-and-aft
rigged vessels. In Fig. 9 the sail X partakes of the naturo both of a main-
sail and a foresail, the foro leech being attached to the fore pole by hoops,
in the usual manner. It is also hoisted and set as usual by means of a gaff Y,
as is also the gaff topsail Z. The jib may either be an ordinary one, such
as is commonly used in cutters, or, in order that no wind may escape between
the jib and the mainsail, I make the jib double, as shewn at a, by uniting it
at the lust 6, and the after leech of each jib locks in on each side of the main-
sail. This contrivance also enables me to open either side of the double jib
by means of blocks c, c, fixed on the braces U, U, for the purpose of laying
to or paying the vessels head off. The after braces U, U, answer the same
purpose as the topping lifts of the usual cutters, by supporting the after end
of the boom. By the complete revolution of the mast and sails I am enabled
to dispense with the square sail commonly used in cutters when going before
the wind. I connect the arms of the cross P by four or more sets of bars
of wood placed between them, as shewn in Fig. 8, so as to form an open
platform upon which the coils of running rigging may be lodged.
Fig. 10 is an elevation and Fig. 11 a plan of part of a schooner, intended
to shew the manner of applying my open triangular pyramidal masts to that
species of vessel, the foremast and sails being similar to that last described,
but the mainmast differing in not having a jib, and there being no boom
before the fore pole. These masts and sails may be worked either by tackles
fed occasionally to the arms of the crosses, or to the booms, or by endless
ropes passing round wheels, as already described. In case of applying my
improvements to vessels of greater hurden. it becomes necessary to employ

page_text: means to afford greater stability or support to the masts and sails than have
yet been described. These I carry into effect in various ways; namely,
instead of forming the shaft A of the mast of one solid bar of metal, I can
construct it of wood and metal combined in the manner shewn in Fig. 12
of Drawing No. 1, a section' of which on a larger scale is shewn in Fig. 18,
and a plan of it: in Fig. 14, which is taken at the dotted line d, d, in
Fig. 13. A is the shaft, 'having a collar e at its lower end, and a shoulder f,
Fig. 13, at the upper part of it with a screw and nut g to it; h is a block of
wood perforated in its centre to receive the shaft A, and into it the four upper
arms P, P, are let in at top, and the four lower ones P, P, below them. The
upper arms are held in their places by means of a metal cross plate i, i,
having a hole in its centre for the shaft A to pass through, and holes in it for
bolts and rivets, by which the arms of the upper cross P, P, are secured in
their proper situations. The lower arms P, P, are held and supported by
metal knees j, j, which are affixed to them by bolts and rivets, and which are
all inclosed within a metal hoop k; this hoop also embraces and encloses
four metal plates 1, 1, &c., within it, which serve to strengthen the wooden
block between the mortise holes. The plates are carried above and
extend below, and are secured by two other metal hoops m, m. Both the
knees and the plates are let into the wood of the block. The metal hoop k
also forms the neck of the shaft, which turns in a collar firmly secured
to the beams of the vessel, in a manner to be described hereafter. The
boom H, Figs. 12 and 18, lies upon the top of the cross plate i, i, the
shaft A passing through a hole in it, and the whole is firmly bound together
by the screw and nut 9. The two sets of cross arms P, P, are united at
their ends, and to the poles (one of which is shewn at Q in Fig. 13, & both
in Fig. 12), by metal plates, bands, or knees, fifmly secured to them by bolts
and rivets.
8:74
Another method of constructing the shaft and cross where still greater
strength and stability are required, is shewn in elevation and section in
Fig. 15, in which A is the shaft, with a collar e at its foot, and a screw and
nut g at its top; it is enclosed, like that last described, in a block of wood h.
The shaft and block are enclosed within a cast-iron cone n, having a flänch
o, o, at its upper end, with four open boxes around it p, p, p, p, shewn in the
plan Fig. 16, and in section in Fig. 15, into which boxes the lower armis of
the cross P, P, are fitted by being halved into each other. Upon these arms
the flanch q of another cast-iron coner, shewn in elevation in Fig. 17, and a
plan of it in Fig. 18, is fitted, and the whole are bound together with bolts

page_text: and rivets.
This cone is also filled with a wooden block s. The upper part
of the coner has likewise a flanch t, t, and four other open boxes u, U, V, U,
upon it, which receive into them the upper arms of the cross P, P, also halved
into each other, and the whole are covered by a plate v, shewn in Fig. 19, and
secured by bolts and rivets. And lastly, the whole is bound together by the
screw and nut g. Cross braces w, w, are fixed by bolts to cast-iron plates
x, x, &c., Figs. 15 and 17, which are cast around the cone r, and to iron
plates,, at the ends of the arms of the cross P, P, &c., for the purpose of
giving additional strength to the cross, the iron plate z,, likewise serving to
connect the poles Q, Q, of the open quadrangular pyramidal mast to the
cross. The cylindrical part 1, 1, at the upper end of the cone n, Fig. 15,
is formed into an axis which turns in a cast-iron collar 2, with a flanch 3, and
which is firmly secured by bolts and rivets to the deck beams of the vessel,
as shewn in the plan, Fig. 20, another cast-iron plate 4, Fig. 15, being
also united to the flanch 3, and having a hole in its centre into which the
lower part of the collar 2 is fitted. This flanch and plate also serve to secure
the beams, partners of the mast, and diagonal braces in their places, the
other ends of them being united to the shaft pieces 5, 5, and breast hook 6
as shewn in Fig. 20, and which I have introduced for the sake of giving
additional support to the mast; 7, 7, &c., are iron plates intended to unite
the ends of the diagonal braces and the beams moro firmly together. The
pivot 8, at the bottom of the iron shaft A in Fig. 15, works in a pivot hole 9
formed in a cast-iron step, which is firmly secured by bolts to the keelson 10.
11 is a wooden frame or blocks placed around the step to steady it yet
more; an iron plate 12 is affixed upon these blocks or frame, having a hole
in its centre which receives the top of the step within it. A casing 13 of
wood is placed around the shaft to prevent accidents. In order to hinder the
salt or other water from penetrating to the axis, a metal ring 14 is affixed to
the flanch 3, and another ring 15 descends from a circular shoulder mado
around the upper part of the cone n, serving as a cap or cover to the ring 14.
For the same purpose a kind of roof or cover 16, see Fig. 13, and a ring 17
is provided in the shaft A, and which said ring 17 shuts over the lower ring
(similar to that shewn in Fig. 15 at 14), and surrounds tho neck or axis in
like manner as just described. To prevent the shaft A from being lifted up
or thrown out of the step 9 (see Fig. 15) I either employ a ring or collar
secured by the screws 18, 18, or some other fit and proper substituto for
them.
Having thus described some of the modes by which I construct and

page_text: strengthen the cross and shaft, I shall proceed to shew how I give additional
support to them by means of circular rings or sweeps and friction wheels or
rollers acting upon of against the sweeps.
In Fig. 21, 19, 19, represent in section a flat circular ring or sweep, either
formed of wood covered with a plate or plates of iron or other proper metal,
or of cast iron, and either entire or in separate parts joined together. This
ring is firmly secured to the deck of the vessel 20, being blocked underneath
where necessary to preserve its flat or plane upper surface. To each of the
four beams P, P, forming the cross, a friction wheel or roller 21, 21, is affixed
on their under side, and which may either be mounted as shewn, or be lea.
into the substance of the beams, so as to project below them, or be secured
to the ends of the beams, as will be described hereafter. The shaft A may
also be lengthened above, as shewn, and be surrounded with a block of wood s
to strengthen it, and four braces, two of which are shewn at w, w, may be
added, extending from the top of the block s to the ends of the beams P, P,.
and be there united with the poles Q, Q, of the open triangular or quadran-
gular pyramidal masts, by means of iron plates, knees, &c. It would, be still,
better if the upper surface of the metal ring 19, 19, were to be made conical,
and the friction wheels or rollers 21, 21, also be portions of cones, as shewn.
by the crossing dotted lines 22, 22, in order to give them a broader bearing,.
and cause them to wear well.
Another method of carrying this part of my Invention into effect is shewn
in section at Fig. 22 in Drawing No. 2, and a plan of it in Fig. 23. Here
the friction wheels or rollers 21, 21, are mounted between metal plates 23, 23,
secured to the ends of the beams P, P, forming the cross, and their rims
project above and below those beams. These friction wheels either act above
against the under side of a circular wood or metal ring or sweep 24, 24, or
below upon another sweep 25, 25, which is parallel to and concentric with the
upper sweep 24, 24, the two sweeps being framed together, and the lower one
supported upon blocks 26, 26, &c., affixed to the deck beams and gunwale
of the vessel, and the upper one suspended above it by iron knees 27, 27, &c.,
bolted to both sweeps, and secured to the deck beams and gunwale of the
vessel, as shewn; 28 is a cap intended to cover the head of the shaft A, and
to keep down the segments of the circular grating or platform 29.
In Fig. 24 is shown a different construction of the parts above described..
Here there are two sets of crosses P, P, kept at a proper distance apart by.
the beams 30, 30, which aro placed between them, and the friction. wheel
pr
roller 23, 23, &c., is mounted at the end of each cross P, P, making eight in
all. These are better shewn in the section Fig. 25; four of these friction

page_text: wheels act upon the upper face of a circular sweep 31, shewn in section in
Fig. 26, and the other four against the under side of it. It being difficult,
however, to shew this combination in these threo Figures, and as I also intend
to construct the circular sweep in cast iron, so I shall refer to Fig. 27 of
Drawing No. 1, where the two sets of friction wheels 23, 23, &c., are shewn
in contact with the sweep 31, but without the crosses.
Fig. 28 is a plan of Fig. 27; Fig. 29 of Drawing No. 2, is a plan of Fig.
26, as applied to the after part of a vessel for supporting the mainmast, and
as the circular sweeps and friction rollers assist in supporting the mast, so
there is no need to adopt the additional braces round the collar shewn in
Fig. 20 of Drawing No. 1. In adapting my said Invention to a brig I
dispense entirely with the bowsprit, and compensate for the loss of the jibs
and foretopmast staysail by placing my foremast further forwards and
making my square sails the larger. I also dispense with the staysails. Each
mast is left at liberty to revolve around its own centre independent of and
uncontrouled by its neighbouring mast. As the sails act of themselves, or by
the power of the wind, in the manner of a wind vane, so the necessity of
working the yards by braces and the courses by tacks and sheets is avoided,
except in the cases of hauling up or setting the courses; I also do away with
the bowlines.
Fig. 24 of Drawing No. 2 shews the construction of the open quadrangular
pyramidal mast and topmast as applied to a brig. I would prefer to make
cach of the poles Q, Q, Q, Q, forming the mast, of single pieces, whenever
the scale will allow of it. The boom II, to extend the feet of the mainsail and
foresail, is strengthened and supported by the diagonal braces U, U, &c., and
further secured and stayed by the fore-and-aft pieces 32, 32, which are shown
moró perfectly in the plan, Fig. 30, and which may either be united by iron
plates, bolts, and rivets, as before described, or be jointed together by knuckle
joints and pins, as shown in Fig. S1. The upper ends of the poles Q, Q, &c.,
are let into stop grooves made around a wooden cap 33, with a holo in its centro
(as shewn in the plan, Fig. 32) to receive the topgallant mast 34, which
also passes through the tressel trees 35, affixed to the poles Q, Q, &c. To the
foot of the topgallant mast are fixed the crosstrces 36, which are halved into
cach other at their crossing in the centre, and are secured to the heel of the
topmast, which passes through a mortise hole cut in them, and they are fixed
either by a fid or bolt. In striking the topmast, the necessity of casting off
the rigging is thus avoided, the shrouds being affixed to the crosstrees, and
these to the topgallant mast, and coming down with it, instead of the cross-
trees being affixed to the top of the topmast as usual. These clusstrees are

page_text: placed at similar angles with the poles, Q, Q, &c., as shewn in Fig. 32, and
thus accommodate themselves thereto at any part of their descent, and are
thereby kept steady when struck, which enables me to confine the topsail
yard amidships in keeping or furling the sail, and also when it is set. But as
I cannot in this manner steady the yard in reefing or furling the sail without
striking the topgallant mast at the same time, so I have contrived another
method, wherein the yard itself is affixed to crosstrees, as shewn in Fig.
33, and whereby it is kept steady within the poles. In this latter case the
crosstrees of the topgallant mast may either be affixed at the head of the top-
mast as usual, or otherwise; as my open quadrangular pyramidal mast answers
the double purpose of a mast and topmast, so I am obliged to introduce a
substitute for the mast head or top in the common mast, and which is shewn
at 37 in Fig. 24. This substitute consists of two cross pieces extending to the
four poles Q, Q, &c., supported below by the four angular braces 88, 38, &c.,
and strengthened above by four others 39, 39, &c. The cross pieces and
braces are all secured to the masts by iron straps or plates bolted and rivetted
to them, and thus form a great addition to the strength of the mast. The
lower yard 40 is slung to the cross pieces between the openings; around
the cross pieces 37 sets of bars are placed, which serve as a platform or
substitute for a top.
Fig. 34 is 'part of a brig fitted up with courses, topsails, topgallant sails,
and royals set upon a wind. As the necessity of backing the sails round at
right angles to the wind is avoided, I am enabled to shape the sails otherwise
than is customary in square-rigged vessels; for, as they always present the same
leech to the wind, in manufacturing them I cut them so that all the goring
may be in the fore leech, and the straight cloth in the after one. In fact, in
this plan all the sails which in a square-rigged vessel are usually termed
"square sails" are made on the principle of "lug sails," and I thereby make
them to stand so much flatter than square sails can possibly do, as to enable
the vessel to lay nearer the wind. By reason of the sails revolving with the
mast instead of around it, as usual, I cut away from the canvas in the foot of
cach topsail and topgallant sail a notch or gap, in order to permit those sails
to be brought nearly into contact with the sails below them, the gaps allowing
the sails to clear the top and topmast head. I thus avoid the openings
usually made between the sails, and the consequent loss of surface thereby
occasioned. I myself prefer setting the royals on the principle of latteen sails,
on account of their standing better upon a wind; but the shipowner may use
his option herein. To the topsail yardarms, Fig. 33, I have affixed guys
41, 41, &c., which I reeve through blocks fixed to the ends of the cross pieces

page_text: and lead them on to the lower platform, to the end that the sails may be
"spilled" in reefing them, and the yards be as effectually secured by the use of
lifts, as in the usual way. A ship may be rigged precisely in the same manner
as a brig, with the addition of a mizen mast. I have avoided shewing the
ropes necessary to be used in this mode of rigging, as they may readily be
supplied by any persons conversant with nautical affairs.
Fig. 35 exhibits the method of joining two poles together, to form a pole
Qwhere timber of sufficient length cannot be had, namely, by means of the
iron hoops or caps 42, 42, &c.
Fig. 36 shews a method of applying eight diagonal braces U, U, &c., and
four fore-and-aft ones 32, 32, &c., to extend the foot of the sail without a
boom.
.
Having thus described various methods of setting and working the sails of
boats, ships, and other vessels in my improved methods, I shall now proceed
to explain my methods of reefing and furling them.
Fig. 6, as before said, represents a latteen sail, with its yard J and boom
H, H, attached to my open quadrangular oblique pyramidal mast Q, Q. 43
is a flat or oval tapering reefing board, with pivots at each end of it turning in
holes made in the two upright stanchions 44, 44, which are affixed upon the
boom H, H. The sail is reefed or furled by turning the reefing board 43 by
hand and securing it by putting the pin 45 into holes made in the stanchion
and end of the reefing board to receive it, the yard J at the same time
turning upon the pin which connects it at 46 with the boom II, II.
Fig. 36 represents part of a lugger with two of my open quadrangular
pyramidal masts and lugsails. To this description of sails I use parallel
reefing boards 43, 43, and either constructed and mounted as described in the
above references to Fig. 6, or in the following methods when employed upon a
larger scale.
Fig. 37 is an elevation or front view of one end of a reefing board, whose
section is of an oval figure, as seen in the end views of it, Figs. 38 and 39.
This is framed together in the following manner:-In Fig. 40, 47 represents
the main or central plank viewed edgeways. In Fig. 41 it is shewn endways,
and in Fig. 42 in plan, or as looking down upon it; 48, 48, &c., are pairs of cross
timbers, with a shoulder & tenant at one end of each, which tenants are passed
through mortise holes made at regular distances through the middle of the
plank 47 to receive them, and are secured by nailing thein or rivetting them
together, as is shewn in Fig. 41. The other ends of these cross timbers are
formed of an ofal shape, as is also shown in Fig. 41. This plank 47, and
these cross pieces, serve to build the oval reefing board upon. At each end of

page_text: the cross pieces dovetails are made which receive into them the two rails
49, 49; the spaces between the edges of the plank 47, and these rails ar filled
up with thin planks clinched to each other, and nailed to the cross pieces
48, 48, &c.; at each end of the reefing board a block of wood is inserted, in
order to receive the pivots on which it revolves, and which are secured in their
holes by screws and nuts, as shewn, by the dotted lines in Fig. 37. Circular
holes shewn by other dotted lines 50, 50, in Fig. 37, may be made through
these blocks in order to lighten them.
Another construction of this oval reefing board adapted to a still larger
scale is shewn in section at Fig. 43, being a number of ribs or bent pieces of
timber let into gaps or notches 51, 51, made in the edges of the plank 47, at
regular distances, as shewn in Fig. 44, and secured to the rails 49, 49. The
outsides of these bent timbers are then to be covered with thin planks in the
same manner as already described. To these reefing boards I attach the sails
at the foot, bottom, or lower edge of each sail, and reef or furl them by
winding them upon the boards. In order to retain these reef boards in an
upright position I can either employ a pin in a similar manner to that shewn
at 45 in Figs. 6 and 36, or the following contrivance:-Fig. 37, as before;
said, is a front elevation of part of a reefing board, and the parts connected.
with it, Fig. 38, an end view thereof; 52 is a metal bar or lever turning upon
a joint affixed to the boom II, and guided in an upright slit or groove made in
the stancion 44; 53 is a metal spring, one end of which is affixed to the boom
HI, whilst its other end applies itself underneath the lever 52, so as to elevato
it; 54, 54, are two similar pieces of metal, one of which is shown separately in
Fig. 45. To each of these pieces 54, 54, a loose pall 55, 55, &c., is hinged;
56, 56, are inclined planes upon the opposite ends of the pieces 54, 54, to
which the palls 55, 55, are hinged. These inclined planes do not project or
extend so far from the edges of the reefing board 43 as the palls do. Fig. 39
shews one of the palls as in the act of depressing the lover 52, during which
depression the inclined plane 56 can pass over the lever 52, thereby allowing
the sail to be unreefed or unfurled by the reefing board turning in, the
direction shewn by the arrows, the opposite pall 55 performing a similar
operation in its turn, and so on until the sail is sufficiently. hoisted. On
reversing the motion of the reefing boards to reef or furl the sail the inclined
planes 56, 56, 'pass of themselves over the lever 52, depressing it by the
action of the inclined planes 56, 56, formed upon their backs; the lever
springing up instantly on their passing over it, preventing their return, as
shewn in Fig. 46, by which means the reefing board is held fast, and the sail
may be hoisted taught up. On disengaging it the reefing board must be

page_text: turned in the same direction a quarter round, which drags the loose pall 55
over the lever 52, when, on suffering it to turn in the contrary direction by
hoisting the sail, the loose palls again depress the lever and suffer the fixed
catches 56, 56, to escape as above described. The lever 52 may, if preferred,
be elevated by means of a weight applied upon an arm or a prolonged part of
the lever on the opposite side of its fulcrum. I work the reef board when
made on a small scale, either by hand or by a handle affixed to it when within
reach or when partly out of reach, by means of a double lever 57 shewn in
Figs. 47, and two lines 58, 58, suspended from it by thimbles 59, 59, spliced
to them and acting upon pins or studs projecting from the side of the lever.
When the reefing boards are still more out of reach, as in the case of their
application to brigs or other vessels with square sails, I employ the following
.additional contrivance:-In Fig. 48, which is an end view of a reefing board,
of which Fig. 49 is a bird's-eye view or projection on the same scale, and
Fig. 50 a side view of part thereof, instead of the straight double lever 57, I
employ a beat one, 60, to one end of which a lino 58 and thimble 59 is affixed,
the line saching down to the vessel's deck. To the other end of the lever 61
a weight 62 is attached, sufficient to raise or elevate the opposite arm 60. To
the arm 61 of the lever a click or pall 63 is hung, which catches into the
teeth of a ratchet wheel 64, affixed upon a square part of the axis of the
reefing board. The click or pall 63 is prolonged on the opposite side of its
pins or fulcrums, so as by the weight of that prolonged end to be kept ready
to act in the teeth of the ratchet wheel. A similar apparatus is also affixed
upon the other end of the yard and reefing board; upon pulling either of the
lines 58, the click 63 carries round the ratchet wheel 64, and the reefing
board with it, the catch 56 and pall 55 performing their offices as beforo
described; the other line 58 must then be pulled and let go alternately with
the former one, and by a repetition of these movements the sail may be reefed
or furled. To allow the sail to bo hoisted the reef board must be managed by
means of the lines, exactly in the same manner as already described in the
references to Figs. 39 and 46. The reefing board being in this case applied
to the foot of the top sail, the stanchions 44, 44, may be affixed to the lower
yard 65. The stanchions are also to be lengthened above at 66, in order to
have lifts fastened to the eyes, the yard being slung under the top as usual,
and furnished with a cross piece 67, 67, as shewn in Fig. 51, by which, and
the aid of the, lifts, the stanchions are kept upright, as shewn in section at
43 in Fig. 52. As it is also desirable to be able to lower the yard and reef
board when necessary, I have contrived an opening 68, Fig. 51, in the middle
of a top, but which I close at other times either by an iron link 69 turning

page_text: upon a pin in a joint formed on one side of the top, and united on the other
side in a similar manner, or in any other secure way. In order to allow free
motion to the reef board between the diagonal braces U, U, see Figs. 38 and
53, I extend them by a cross piece 70 at each end fitted to the ends of the
boom H, and upon which the stanchions 44 are mounted. In Fig. 36 is
given an example of my improved method of equalizing the thickness and
strength of those sails which are intended to be reefed or furled upon my reef
boards, and in which any considerable difference in their thickness would be
prejudicial to their folding evenly. This I effect by stitching flat bands made
of any suitable material either upon the seams or between them, at equal
distances apart; I also do away with the bolt ropes at the fore and after
leeches of the sails, and instead thereof apply the flat bands. The sails so
equalized is shewn at 71, 71. The topsail in Fig. 36 exhibits a method of
setting a latteen topsail upon a lug yard, and which renders a topmast
unnecessary. The topsail is hoisted by means of a halyard roved through a
shieve in the mast head; and the lower end of the latteen yard is confined to
the fore end of the lug yard by a tack rove through a shieve hole, and the
sheet is hauled out in the usual manner. In Fig. 36, at 72, 72, is likewise
shewn a method of setting a ring tail or studding sail 78 to the lugsail, so
that it shall stand upon a wind and act as as one entire sail. This is effected
by adding a studding sail boom 74 to the yard J, and hoisting it by two
halyards 75, 75, the outer halyard being led through a shieve at the end of
the studding sail boom 74, and then through a block at the mast head, and
the inner one through a check block at the end of the yard J, and which may
also be led through a block at the mast head. Fig. 54 shews the ring tail as
not drawn quite up. I cut the ring tail so as to fit or coincide with the after
lecch of the sail to which it is to be joined, and to the yard and boom, so as to
appear in every way as an enlargement of the sail 71. The sails are joined
either by looping them together in the manner frequently applied in looping
tho legs of pantaloons, and as shewn in Fig. 55, in which Figure 76, 76, &c.,
represent loops made of line secured to the leech of the ring tail or studding
sail at equal distances apart, and passed through other correspondent holes
made in the leech of the sail 71; this being done, the second loop must be
passed through the one above or below it, as you loop upwards or downwards,
and so on through each succeeding loops to the last, which may be secured by
a line passed through it and belayed to any convenient place; on letting loose
the latter line the whole will be loosened, and the sail can be taken in without
delay. Another mode of attaining the same end is by fixing a number of
metal staples or shanks to metal plates with holes in them, by which they may

page_text: be stitched or otherwise secured to the leech of the ring tail or studding sail,
at equal distances asunder, as shewn in Fig. 56.at. 77, 77, corresponding holes
being, as in the former case, made in the leech of the other sail; the staples or
shanks must be passed through these holes, and a line 78 be passed through
the whole of them, and be belayed' to a cleat, as in the former case. On
loosening and withdrawing this line the sail can instantly be separated from
the lugsail, and taken in..
Fig. 57, is an edge view and Fig. 58 a side view of one of the staples and
plates. 77, 77, &c., shewn separately. I can also apply these methods of
setting studding sails and ring tails to all descriptions of vessels which require
such sails, and whether fitted to my revolving masts or not.
Fig. 59, in Drawing No. 1, is a latteen sail fitted up with a yard J, which
is jointed at its fore end to the boom H; Q, Q, &c., in that Figure, and in
Figures 60 and 61, are two poles, as shewn in Fig. 61, jointed at top to an an-
gular block made with stop grooves in it to receive them. The lower ends of
the poles are jointed to the cross P upon the head of a revolving shaft A, similar
to that already described. To the block at top is slung a toggle 79 with two
friction rollers within it, as shewn in Fig. 62, one on each side, which act
underneath two rebates 80, 80, Fig. 63, formed on each side of the yard J, as
shewn in section at that Figure. The sail is recfed or furled around the flat
taper reef board; in the same manner as described in the references to Fig. 6
of Drawing No. 2; and,whilst reefing, as the yard J descends, it brings the mast
Qaft with it, and when completely furled the mast lies close down upon it, it
-being lowered or reefed along with the yard;-this-plan-has the effect of con-
fining, the top of the mast nearly at the same height above the yard in all
positions, and also enabling it to lie exceedingly snug when lowered. In order
to raise or elevate the yard, mast and sail, I only employ a single tackle 83.
Although I have hitherto described my revolving shaft A as applied to
various kinds of open masts, yet I can also apply it to the ordinary masts of
boats, ships, and other vessels. Fig. 64 is an 'elevation of parts of a mast 84,
shrouds 85, 85, &c., deadeyes 86, 86, &c., and lanyards 87, 87, &c.; and
Fig. 65 is a cross section thereof. The foot of this mast is inserted within a
hollow cast-iron cone n, similar to that already described in the references to
Fig. 15, with a neck and pivot to it turning in a collar and step. The pivot,
however, does not pass all through, as in Fig. 15, but only reaches to a suffi-
cient height in the mast to secure it firmly therein; four or more arms P, P,
are let into troughs or boxes 88, 88, &c., open at their outward ends to
receive the arms P, P, &c., and cast altogether with the cone n, four or
more diagonal braces 89, 89, abutting against the mast and secured to it by
.

page_text: iron knees and hoops, descend to the crosses P, P, &c., where they are let
into them and secured by iron straps, &c. Between and underneath the arms
of the crosses two beams are strongly secured, to which the lower dead eyes
are affixed. In order to support these masts still more firmly, I can, as in
the former case, employ circular sweeps and friction rollers.
I have thus given examples of various methods of carrying my said
improvements into effect; I do not, however, mean or intend hereby to
claim as my Invention any of the parts which may already be known or in
use, neither do I mean or intend to limit myself to these methods only, but to
avail myself of every mode in which my said revolving masts (which I believe
to be entirely new) can be carried into effect. Although sails may have been
reefed or furled at top by being rolled around cylindors, yet I believe the idea
of reefing or furling them below upon flat or oval reefing boards is new, as well
as the manner of working them; and I hereby claim all and every manner of
carrying that part of my said Invention into effect. The manner of striking the
topgallant masts by affixing crosstrees to the heels of them, instead of to the head
of the topmast, I also believe to be new, and equally applicable to the striking
the topgallant masts of ordinary vessels and the topmasts of small vessels. And
I therefore claim every means of accomplishing that object. I likewise claim
every mode of attaching and setting studding sails or ring tails to the sails of
vessels of every description requiring them, in the methods and for the
described.
purposes
In witness whereof, I, the said Molyneux Shuldham, have hereunto
set my hand and seal, this Eighth day of September, in the year of
our Lord One thousand eight hundred and twenty-five.
MOLYNEUX (L.S.) SHULDHAM.
AND BE IT REMEMBERED, that on the Eighth day of September, in
the year of our Lord 1825, the aforesaid Molyneux Shuldham came before
our said Lord the King in His Chancery, and acknowledged the Specification
aforesaid, and all and every thing therein contained and specified, in form
above written. And also the Specification aforesaid was stamped according
to the tenor of the Statute made for that purpose.
Inrolled the Eighth day of September, in the year of our Lord One
thousand eight hundred and twenty-five.