IMPROVEMENTS IN THE CONSTRUCTION OF SHIPS OR VESSELS, AND IN THE APPARATUS EMPLOYED THEREIN, PARTS OF WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO OTHER STRUCTURES
Year: 1881

page_text: LETTERS PATENT to John Henry Johnson, of 47, Lincoln's Inn Fields, in the
County of Middlesex, Gentleman, for an Invention of "IMPROVEMENTS IN
THE CONSTRUCTION OF SHIPS OR VESSELS, AND IN THE APPARATUS EMPLOYED
THEREIN, PARTS OF WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO OTHER
STRUCTURES." A communication from abroad by Baron Constantin Adrien
Herman Chrétien de Winter, of Paris, in the Republic of France.
PROVISIONAL SPECIFICATION left by the said John Henry Johnson at
the Office of the Commissioners of Patents on the 28th March 1881.
JOHN HENRY JOHNSON, of 47, Lincoln's Inn Fields, in the County of
Middlesex, Gentleman. "IMPROVEMENTS IN THE CONSTRUCTION OF SHIPS OR
VESSELS, AND IN THE APPARATUS EMPLOYED THEREIN, PARTS OF WHICH
IMPROVEMENTS ARE ALSO APPLICABLE TO OTHER STRUCTURES." A communication
from abroad by Baron Constantin Adrien Herman Chrétien de Winter, of Paris, in
the Republic of France.
This Invention relates to an improved system of shipbuilding, by means of
which vessels employed for carrying cargoes of wood may be constructed with
rapidity and economy.
In principle, this system of construction is based upon the formation of a wall.
forming sides and rendered perfectly water-tight without the aid of caulking.
This wall which is formed of hard wood and soft compressed wood interposed is
capable of being applied to structures of all descriptions where perfect impermeability
is required in damp and unwholesome situations, such as the dwelling houses in
certain colonies.
In addition to the production of this perfect impermeability, the Invention
further relates to the rapid and economical construction of a ship or vessel by the
employment of timber in a natural condition or roughly hewn or shaped, which
vessel retains the usual conditions essential to navigation, and is moreover
constructed entirely of timber forming an article of commerce. For this purpose
CD 1021

page_text: the number of joints is reduced as much as possible, and care is taken to cut only
the bearing surfaces of the pieces of timber and to avoid perforating or making
deep cuts except at the extremities, in order to preserve as great a length of timber
as possible intact.
All the timbers employed in the construction proper are straight, in order to
simplify the operation of shaping the same as much as possible.
The timber which it is desired to transport without being cut transversely, that
is to say, in its full length, is arranged in the interior and is rigidly tied or
connected to the sides or walls of the vessel in such a manner that the latter with
its cargo forms a solid block of absolute rigidity. This method of stowing is
hereinafter described.
In order to render the construction simple, rapid, and economical, spiking or tree
nailing is nearly dispensed with, it being confined to the extremities, since the
pieces are guaged or straightened the work of fitting and adjusting is avoided, and
the operations of constructing or taking to pieces a vessel is reduced to simply
putting the parts together or taking them apart, and is rendered capable of being
performed with the utmost celerity..
The hull is consolidated by being bound together by iron bands bolted to one
another and to the sides of the vessel, which they surround in vertical and
horizontal directions.
•
The masts employed are constructed on the tripod or three legged system in
order to avoid the necessity of causing the foot or heel of the mast to descend
to the bottom of the vessel, and the masts are formed of timber in a natural state,
so that the latter is in no way deteriorated by being thus employed.
From the foregoing statement it is evident that the vessel is composed of two
distinct descriptions of materials, namely, first, the vendable timber forming, the
hull, the masts, and the cargo; and, secondly, the outfit of the vessel, comprising
the sails, the rigging and tackle, the accommodation for the crew, chains, anchors,
and other appliances for working the vessel.
The said outfit, which represents the dead weight of the ship, constitutes the
permanent portion of the materials, which after the vessel has arrived at the port
of destination and been taken to pieces is immediately placed on board a special
steamer and carried back to the place of production, where it is employed again on
other vessels of the same construction.
It is evident that this system of constructing ships with water tight sides
without caulking possesses the incontestible advantage of obviating the sinking of
a considerable amount of capital required for the construction and maintenance of
a certain number of ordinary ships as usually employed in the transport of timber.
When the latter are employed it is necessary to cut the balks into lengths, whereby
their value is considerably reduced. Moreover, the return voyage to the place of
production has to be performed in ballast of no value, European countries having
no trade with the countries possessing the virgin forests from which the greater
part of the valuable wood employed by cabinet makers, joiners, carpenters, and
other wood workers is obtained. The method of constructing the vessel is one of
the peculiar features of the system; according to this method of construction the
first operation consists in forming a species of light basin composed of the bottom
and a small portion of the sides of the vessel; this basin made on the dry land is
subsequently launched and loaded with the cargo. The size of this basin, which
corresponds to the dimensions of the first compartment of the vessel, is determined
by this condition, namely, it should be capable of being fitted with timber as well
as the second compartment of the vessel without causing the total weight thus
obtained to exceed its displacement.
These dimensions are made as small as possible in order to reduce to a minimum
the number of pieces employed in the construction of the apparatus employed in
building the ship. After this the building is proceeded with in inverse order, the
cargo being first arranged between the uprights which form the ribs, and
subsequently covered with the case or envelope. The containing portion is

page_text: consequently in a state of tension upon the contained part, whereby the absolute
rigidity of the structure is ensured.
Vessels constructed on this system are peculiarly adapted for the transport of
cargoes of timber under most advantageous conditions, but they may also be
employed for the transport of fragile goods.
With reference to the general construction of the ship, it is formed of the
following parts, namely:-
1. A certain number of frames, each of which is composed of cross-beams and
uprights. The space between these frames is maintained by the sides and wedge
pieces to which the connecting hoops or bands are attached.
The after part of the deck is surmounted by a poop, the deck of which is
supported by a prolongation of the bulwarks or netting. The forecastle is
constructed in a similar manner.
The chock of the rudder rises above the poop, and the tiller passes under a small
deck where there aro chains which are connected to a steering wheel situate in the
usual position underneath the poop.
2. A keel formed by two beanis laid side by side. Keelsons each made of a
single beam, the latter are four in number, and their object is to moderate the
rolling, two being arranged under the bottom of the vessel and two at the sides,
the two latter do not extend beyond the central part of the vessel.
3. External timbers forming the bottom and sides. These are all formed of
squared balks and are let into corresponding recesses formed in horizontal cross-
beams and uprights in order to oppose during the process of construction a powerful
resistance to a too rapid expansion of the filling pieces, and also to enable the
timbers to be placed in the exact position which they are required to occupy
without necessitating special adjustment.
4. Filling pieces of the bottom and sides. These consist of pieces of soft wood
compressed as hereinafter described, and interposed between each external timber.
These pieces are not only compressed, but all moisture is also extracted from them
in a drying apparatus hereinafter described.
It will be readily understood that as soon as they are immersed in water these
filling pieces tend to revert to their original form. and press the timbers tightly
together, and constitute by their intimate contact with the latter a wall without
caulking, perfectly water tight, and firmly connected as hereinbefore described
to the cross beams in the case of the bottom, and to the uprights in the case of the
sides.
5. Longitudinal wedges. These consist of pieces of hard wood and form a filling
between the feet of the uprights, and the ends of the transverse beams being
shaped a corresponding outline and connected to these beams by joggles.
6. Vertical uprights which are formed by two straight posts grooved and fished
or coupled together, the feet of the uprights near the extremities of the vessel are
connected by iron bands to the external timbers of the bottom, being suitably
recessed for the reception of an iron band. The feet of the uprights at the centre
of the vessel are of similar form to the ends of the crossbeams in order to connect
them to the longitudinal wedges.
7. Upper horizontal transverse beams, which are arranged above one another in
any suitable number, being in all respects similar to the beams hereinbefore
described, and rest upon supports placed between the posts of the uprights in the
same way as the block of the lower transverse beams, so as to divide the vessel
into a corresponding number of compartments.
8. Diagonal timbers, which consist of large beams arranged in the form of a
Saint Andrew's cross, and rendering any transverse distortion impossible.
Powerful pressure is exerted on all the external timbers of the sides, and the
wood or timber within the vessel is at the same time firmly secured in position
by means of lateral wedges which bear on one side against the uprights, and on the
other side against a strip of soft wood, not compressed, placed between the wedges
and the cargo.

page_text: '
'
The deck is formed by planks of. hard wood treenailed to beams extending from
one upright to another at the side of the vessel, and to beams or strakes at the
centre of the vessel, which cause the planks to assume the curvature requisite
to enable water to run off readily. Strips of soft dry and compressed wood are
inserted between the planks and serve to render the deck perfectly watertight
by being caused to swell under the action of the water employed to wash the
decks.
8. Nettings or bulwarks are constructed of squared timbers forming a continu-
ation of the sides. All these timbers are of hard wood and connected together by
tree nails.
9. The poop is formed by an extension of the sides carried above the bulwarks
or netting so as to obtain the required height 'tween decks. Above the rail of the
gunwale I add a streak of planks pinned to the heads of the uprights.
The poop deck is constructed of planks similar to the planks of the deck.
The forecastle is constructed in a similar manner to the poop, but possesses
greater strength, being consolidated by longitudinal timbers and transverse beams
supporting the bits and capstans. This woodwork constitutes a flooring covered
with planks similar to those of the deck.
This flooring affords shelter for the crew, being ventilated and lighted through
hatchways and port holes formed in the sides.
'
Ironwork is employed in order to consolidate and bind together all the pieces of
timber employed in this system of construction by prolonging the iron bands in
horizontal and vertical directions, and connecting them to one another and to the
ends of the horizontal transverse beams; a double belt or hoop is formed round the
vessel. The extremities of the bands are batted to iron cross pieces attached to
the ends of the transverse beams, the said cross-pieces being provided with iron
straps embracing the dovetail tenon on the beam, whilst the four arms of the cross
piece lie against the exterior of the vessel, and are bolted to the horizontal and
vertical consolidating bands.
The sides are connected to the bottom by means of angle-irons.
The machine tools employed in shaping the timber employed in the construction
consist of the following, vis. :-
1. A band saw capable of moving in all directions. For this purpose I mount
the saw upon a rotating plate capable of travelling upon a railway arranged at
right angles to the direction of motion of the piece of timber under operation; the
latter is carried upon a truck and partakes of a longitudinal motion backwards and
forwards in the direction of its axis only.
2. Rollers for compressing the filling pieces. These are intended for compressing
the soft wood dried as hereinafter described, and to form therein the depressions
for the reception of corresponding projections on the external timbers of the sides
and bottom.
The apparatus consists of two cylinders suitably adapted to impart the required
form to the filling pieces, and actuated by convenient means.
3. A plane or cutter which cuts out the grooves is carried by a travelling over.
head support moving on rails by the aid of screws and gearing. Motion is imparted
to the cutter by means of shafting, belts, and pulleys.
One of the shafts carries a pulley following the movements of the cutter which
is moved about by hand, and serving to impart motion to the tool holder, the
height of the latter being readily adjusted by means of a screw worked by a hand
wheel; the frame of the tool-holder oscillates upon a point carried by the travelling
support which runs on wheels.
4. A drying stove or chamber which is arranged and employed in the following
manner.
The green-wood, after being reduced to the dimensions of the filling pieces,-is
introduced into a drying chamber hermetically closed.
The air contained in this chamber is previously expelled by admitting steam,
which, as it merely passes through, does not contribute to raise the temperature of

page_text: the wood, after a few moments the inlet and outlet for steam being closed, the
valve of a condenser is opened, whereupon the whole of the steam is condensed
and a certain amount of vacuum is obtained in the stove, which is highly favorable
to the extraction of the air and sap contained in the pores of the wood.
A certain quantity of air is then admitted to the drying chamber, the said air
having been previously dried and cooled by passing through the condenser, the sides
of which are maintained at 10°, then again heated to 30°, for example, in a heat
regenerator.
An important feature in connection with the drying stove consists in the
combination with it of the condenser, which is constructed as next hereinafter
described.
In a cylindrical or rectangular chamber there is arranged a series of parallel
tubes surrounded by the cooling liquid, which circulates continually between a
refrigerating machine of any suitable construction and the condenser.
The air from the drying chamber passes inside the tubes, depositing its moisture
along the sides of the tubes in the form of a layer of ice, and leaves the condenser,
being exhausted by a fan which delivers it. in a dried condition into the drying
chamber and so on in succession.
The ice is continually being detached by pistons partaking of a reciprocating
motion; this ice falls into a drawer, whence it is removed by hand, care being
taken to previously close a door which shuts off the communication with the
exterior.
The pistons are formed by discs perforated with holes, in which rods are caused
to engage during the ascent of the pistons for the purpose of detaching and knocking
off the ice, which might otherwise adhere to the pistons, and prevent them from
operating.
The apparatus for putting the ship together is arranged in the following
manner:-
Travelling carriers or cranes provided with differential windlasses run upon an
overhead railway supported by two jetties, and serve to transport the timber
employed.
The wharf supports, by means of chains connected to the hydraulic pistons, a
platform composed of trusses and longitudinal beams cut level with the trusses.
Upon this dry platform a portion of the operation of building the ship is performed.
For this purpose the platform is constructed with a working floor, upon which the
axis of the keel is marked out, with the plan of the sides and the positions of the
uprights.
The first stage of the construction, which consists in the formation of a basin, is
performed in the manner next hereinafter described.
The transverse beams of the bottom are first placed in position, and tied to blocks
sufficiently elevated to allow the external timbers of the bottom to be wedged up;
the latter, which have been previously taken on board, are placed in position,
commencing at the centro.
The first external timber is placed in position in the centre in the corresponding
recess, and wedged up by means of hydraulic jacks, its length and tension, as well
as that of the other external bottom timbers, being regulated according to the
plan drawn upon the platform by driving in the wedges of the scarf joints more or
less.
The adjacent filling pieces of soft wood are brought up and immediately placed
in position; the next timbers are then laid in the corresponding grooves, and
immediately wedged up, and consequently stretched by means of hydraulic jacks
acting at an angle of 45°, and taking a point of support on the trusses of the
platform, which are provided with suitable notches for the reception of the jacks.
The extremities of the external timbers are then immediately braced together.
When a certain number of these timbers have been placed in position the irons
which connect them to the transverse beams are put on, the bolt holes are bored,
and the irons screwed down.

page_text: The operation proceeds until the blocks are reached; the timber immediately
preceding the block is not bolted on, and the hole is utilised for passing a wire rope
for the purpose of binding the cross beams of the bottom to the trusses upon fresh
blocks from above. After the blocks have been removed the tightening or wedging
up of the timbers is proceeded with as far as the lateral corner or edge of the
bottom.
When the bottom is thus completed it simply remains to place the uprights and
longitudinal wedges in position.
In order to complete the first compartment it is necessary to continue the side
up to the first horizontal transverse beam. The union of the external sido timbers
is effected in a vertical direction; the jacks employed for wedging them up take
their bearing upon the last cross block on the uprights by the interposition of
pieces of timber.
The basin thus formed may then be placed in the water after raising each of the
trusses until they touch the keels, in order to diminish as much as possible the
depth of water underneath the platform. This operation is performed by removing
the flooring and longitudinal timbers of the platform, and raising all the trusses one
at a time.
In order to connect the uprights firmly to the sides during this short operation,
clamps are employed which embrace them both.
The launch is effected by opening simultaneously the cocks communicating with
the hydraulic pistons connected to the suspending chains. As soon as the basin is
in the water the filling pieces swell rapidly and prevent leakage, the chains retaining
the trusses are detached, and the latter are removed in order to allow the vessel to
become more deeply immersed as the construction advances. The trees or lumber
is immediately brought up and stowed away in such a manner as to leave the
necessary space for the diagonal timbers, which are the last to be placed in position.
This first stage of the operation being thus completed, the building up of the vessel
is proceeded with in inverse order, as hereinbefore described.
Thus when the horizontal transverse beams are placed in position and the posts
removed the placing or stowing of the cargo for the second compartment is first
proceeded with, the lumber being held in position by the uprights, and the sides
are subsequently built up round it, that is to say, the external timbers of the side
with the corresponding filling pieces are built up in the same order and by the same
means as the sides of the first compartment or basin.
By these means the tension of the cargo and of the sides is balanced or equalized.
After building up the sides of the second compartment the large vertical wedges are
placed in position, and are driven home in a vertical direction by means of a
hydraulic jack taking its bearings in the same manner as those employed for the
timbers of the side.
The construction of the third compartment is then completed in the same manner
as the foregoing.
The planks of the deck are laid with the aid of hand cramps.
Masting, leaving the dock, final arrangements. The last operations of the process
of construction consist in shipping the rudder, which is effected with facility by
means of overhead travellers, completing the sides, the bulwarks or netting, the
poop and forecastle, depositing the masts on the deck with the greatest amount of
rake possible, and in such a manner that the legs or feet bear upon the deck, and
theheads rest upon clamps or chocks.
The operation of taking the ship to pieces at the place where the materials are
to be used is performed in inverse order by the employment of analagous
arrangements.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said John Henry Johnson in the Great Seal Patent Office on the
28th September 1881.
JOHN HENRY JOHNSON, of 47, Lincoln's Inn Fields, in the County of
Middlesex, Gentleman. "IMPROVEMENTS IN THE CONSTRUCTION OF SHIPS OR
VESSELS, AND IN THE APPARATUS EMPLOYED THEREIN, PARTS OF WHICH
IMPROVEMENTS ARE ALSO APPLICABLE TO OTHER STRUCTURES." A communication
from abroad by Baron Constantin Adrien Herman Chrétien de Winter, of Paris,
in the Republic of France.
The said Invention relates to an improved system of shipbuilding, by means of
which vessels employed for carrying cargoes of wood may be constructed with
rapidity and economy.
In principle, this system of construction is based upon the formation of a wall
forming the sides of the vessel, and rendered perfectly water tight without the aid
of caulking. This wall, which is formed of hard wood and soft compressed wood
interposed, is capable of being applied to structures of all descriptions where
perfect impermeability is required in damp and 'unwholesome situations, such as
the dwellinghouses in certain colonies, but in combination with the production of
this impermeable wall the Invention relates more particularly to the construction
of a ship or vessel by the employment of timber in a natural condition, or roughly
hewn or shaped, which vessel retains the usual conditions essential to navigation,
and is moreover constructed entirely of timber forming an article of commerce.
For this purpose the number of joints is reduced as much as possible, and care is
taken to cut only the bearing surfaces of the pieces of timber and to avoid
perforating or making deep cuts, except at the extremities, in order to preserve as
great a length of timber as possible intact. All the timbers employed in the
construction proper are straight, in order to simplify the operation of shaping the
same as much as possible.
The timber, which it is desired to transport without being cut transversely, that
is to say, in its full length, is arranged in the interior, and is rigidly laid or con-
nected to the sides or walls of the vessel in such a manner that the latter with its
cargo forms a solid block of absolute rigidity. This method of stowing is herein-
after more fully described. In order to render the construction simple, rapid, and
economical, spiking or tree nailing is almost entirely dispensed with, being
employed at the extremities only, and all the picces are gauged or cut to a certain
pattern, so that the work of fitting and adjusting is avoided, and the operations of
constructing or taking to pieces a vessel is reduced to simply putting the parts
together in position or taking them apart, and are rendered capable of being
performed with the utmost celerity. The hull of the vessel is consolidated by
being bound together by iron bands bolted to one another and to the sides of the
ship, which they surround in vertical and horizontal directions. The masts
employed are constructed on the tripod or three leg system in order to avoid the
necessity of causing the foot or heel of the mast to descend to the bottom of the
vessel, and the wood employed in their construction consists of timber in a natural
state, so that the said timber is in no way deteriorated by being thus employed.
From the foregoing statement it is evident that the vessel is composed of two
distinct descriptions of materials, namely, first, the vendable timber or lumber
forming the hull, the masts, and the cargo; and, secondly, the general outfit of the
vessel, comprising the sails, the rigging, and tackle; the accommodation for the
crew, chains, anchors, and other ironwork and appliances for working the vessel.
The said outfit, which represents the dead weight of the ship, constitutes the

page_text: permanent material, which after the vessel has arrived at the port of destination
and been taken to pieces, is immediately placed on board a special steamer and
carried back to the place of production, where it is then ready to be employed
again on other vessels of the same construction.
It is evident that this system of constructing ships with water tight sides
without caulking possesses the incontestable advantage of obviating the sinking of
a considerable amount of capital required for the construction and maintenance of
a certain number of ordinary ships as usually employed in the transport of timber;
moreover, when such ships are employed, it is necessary to cut the balks into
lengths, whereby their value is considerably reduced, and the return voyage to the
place of production has to be performed in ballast of no value, European countries
having no trade with the countries possessing the virgin forests, from which the
greater of the valuable wood employed by cabinet makers, joiners, carpenters, and
other wood workers is obtained. The improved method of constructing or building
the vessel is one of the peculiar features of the system. According to this method
of construction the first operation consists in forming in the manner hereinafter
described a species of light basin composed of the bottom and a small portion of
the sides of the vessel; this basin made on the dry land is subsequently launched
and loaded with the cargo.
The sides of this basin, which corresponds to the dimensions of the first com-
partment of the vessel, is determined by this condition, namely, it should be
capable of being filled with timber as well as the second compartment of the
vessel without causing the total weight thus obtained to exceed its required
displacement. These dimensions are made as small as possible in order to reduce
to a minimum the number of patterns of pieces employed in the construction of
the apparatus employed in building the ship. After this the building is proceeded
with in inverse order, the cargo being first arranged between the uprights
which form the ribs, and subsequently covered with the shell or envelope. The
containing portion is consequently in a state of tension upon the contained part,
whereby the absolute rigidity of the structure is ensured.
Vessels constructed on this system are peculiarly adapted for the transport of
cargoes of timber under most advantageous conditions, but they may also by
undergoing some slight internal modifications be employed for the transport of
other merchandize.
The improved vessel is of rectilinear and geometrical form, and is represented
in perspective in Figure 1, Sheet 1, which also indicates its principal measurements
in metres. All the conditions essential to efficiency have been duly worked out.
Stability, dead weight, rigging, rudder, etc., have all been calculated with special
care, and these various calculations performed with practical data ensure the
general seaworthiness of the ship,
With regard to the rig, represented in Figure 2, the three mast or schooner
system is adopted in order to reduce the number of hands required as much as
possible.
Referring to Figures 3, 4, and 5, Sheet 1, which represent the ship in elevation,
plan, and transverse section respectively, it, will be observed that the hull is
formed of a certain number of frames A, B, C, each of which is composed of cross
beams T and uprights M,-the space between these frames is maintained by the
sides D and wedge pieces O', to which iron connecting hoops or bands are
attached. The after part of the deck P is surmounted by a poop G, the deck of
which is supported by a prolongation of the bulwarks B¹ The forecastle H is
constructed in a similar manner. The chock m of the rudder J rises above the
poop, and the tiller passes under a small deck p, and is connected by chains to a
steering wheel situate in the usual position underneath the poop. This ship is also
provided with the usual tackle and all appliances required for its navigation, such
as davits for the boats, ventilating hatchways, bits, capstans, catheads, anchors, and
other fittings, as shown in the plan, Figure 4.
The improved system of construction is shown more in detail in Sheet 2. As shown

page_text: in the detail, Figures 8 and 9 on this Sheet, the vessel is provided with a keel O
formed by two rows of beams laid side by side, and Figures 6 and 7 show the
construction of the keelsons 'O¹, 0%; the latter are four in number, and their object
is to moderate the rolling, two being arranged under the bottom of the vessel, and
two at the sides, see Figure 5, Sheet 1; the two latter do not extend beyond the
central part of the vessel. The keelsons are each made of a single row of beams.
These parts are formed by timbers joined together end to end by plain scarf
joints, and secured by wood screws; they are connected to the ship by straps t
bolted through the bottom to bands t surrounding the lower transverse timbers T
which bear against the uprights M. The same bolts also pass through the
consolidating bands F let into suitable recesses in the heels and keelsons in order
to prevent longitudinal displacement.
Figures 6, 7, 8, and 9, illustrate the arrangement of the external timbers or wales
forming the bottom and sides. These are all formed of squared balks n of a certain
form, and are let into corresponding shallow recesses formed in the horizontal cross
beams T and uprights M in order to oppose during the process of construction a
powerful resistance to a too rapid expansion of the filling pieces, and also to enable
the timbers to be placed in the exact position which they are required to occupy
without necessitating special adjustment. The external timbers or wales of the
bottom and sides are divided transversely into several pieces connected together by
the joint shown in Figure 7. In order to facilitate the operation of building the
ship the joints of the external timbers of the bottom are made in a plane, inclined
at an angle of 45°, as shown in Figures 10 and 10%, but the joints in the sido
timbers are made in a vertical plane, as shewn in Figure 11, and by the dotted
lines in Figure 6.
The joints forming weak points are placed opposite the transverse timbers and
uprights, and secured directly to the latter by wooden pius, being also arranged in-
such a manner as to broak joint precisely in the same manner as ordinary brickwork.
The spaces or interstices between the external timbers are closed up by filling
pieces m of soft wood compressed as hereinafter described, and interposed between
the timber, as shown in Figures 6, 7, 8, and 9. These pieces are not only compressed,
but all moisture is also extracted from them by a special drying apparatus herein-
after described.
It will be readily understood that as soon as they are immersed in water these
filling pieces tend to revert to their original form, and press the wales or timbers
tightly together, and constitute by their intimate contact with the latter a wall
made perfectly water tight without caulking, and firmly connected, as hereinbefore
described, to the cross beams in the case of the bottom, and to the uprights in the
case of the sides of the vessel.
The external timbers and filling pieces of the bottom are united at the extremities
of the latter by tenons t¹ fitting between two timbers M³, to which they are
secured by pins, as shown in Figures 12, 13, and 14, Sheet 2. The wales or external
timbers and filling pieces of the sides at the part Z where the side of the ship
changes its direction are connected by a fork joint J having a wooden pin passed
through it, whereby the operations of putting together, and especially of taking
apart are greatly facilitated. At the angle Z of the ship leakage is prevented by a
Blight caulking at the intersection of the wales.
Longitudinal wedges C' consisting of pieces of hard wood, as shewn separately.
in Figures 15 and 15ª, are employed to form a filling between the feet of the
uprights M and the ends of the transverse beams T and T₁, being shaped of
corresponding outline and connected to these beams by joggles a, a.
These wedges
are shown in position in Figures 3 and 5, Sheet 1, and Figures 12, 13, and 14,
Sheet 2. In the three last Figures it will bo observed that they are connected in
the same manner as the external timbers by timbers M¹ and fork joints J.
The uprights M, M, are formed by two straight posts grooved and fished or
coupled together, the feet of the uprights M' near the extremities of the vessel are
connected by iron bands to the external timbers of the bottom, being suitably

page_text: The feet of the uprights M
ends of the cross beams, in
recessed for the reception of an iron band f, Figure 16.
at the centre of the vessel are of similar form to the
order to connect them to the longitudinal wedges C¹. Between the feet of the
uprights there is arranged a block or timber p', being simply a wedge of reduced
length supporting the horizontal cross beam T (Figure 6). Upper horizontal
transverse beams T¹ are arranged above one another in any suitable number, being
in all respects similar to the beams T hereinbefore described, and rest upon supports
placed between the posts of the uprights in the same way as the block pl
supporting the lower transverse beams T, so as to divide the vessel into a
corresponding number of compartments. In the case of vessels of ordinary
construction distortion is prevented by curved timbers, but in carrying out this
Invention it is preferable to employ diagonal timbers K., Figure 5, Sheet 1, and
Figure 6, Sheet 2, which consist of large beams arranged in the form of a Saint
Andrew's cross, and render any transverse distortion impossible. The extremities
of the diagonals are wedged so as to be well tightened up on the longitudinal
timbers C and C¹, which extend throughout the whole of the central part of the
vessel. By means of large lateral wedges N, N, powerful pressure is exerted on
all the external timbers of the sides, and the wood or timber within the vessel is
at the same time firmly secured in position. These wedges bear on one side
against the uprights M, and on the other side against a strip of soft compressed
wood placed between the wedges and the cargo. The said wedges are made in
two parts connected by bolts e in order to facilitate taking a part.
In putting in the wedges N, N, it is necessary to avoid disturbing the
parallelism of the uprights, which would have the highly undesirable effect of
producing lateral pressure and consequently endangering the tightness of the
bottom. The required result is obtained by causing the uprights to incline
slightly inwards in the first place, so that the dovetail at the extremity of the
transverse beams project slightly on the exterior. It will be readily understood
that when the wedges N, N, are driven in a vertical direction the uprights are
pushed outwards into a vertical position, and the requisite tension is finally
imparted to the external timbers of the side. The pressure will be nil at a¹, and
considerable at b¹, Figures 6 and 7, Sheet 2; this only applies to the lower wedges
N, N, as the wedges N¹, N¹, may be tightened up in any desired manner, their sole
object being to secure the cargo; these wedges moreover are placed in position
after the iron bands have been put on.
The arrangement of the deck planks, hatches, and bulwarks is illustrated in
detail in Figures 17 and 18, Sheet 2.
The deck P is formed by planks of hard wood treenailed to beams h extending
from one upright to another at the sides of the vessel, and to longitudinal beams
or strakes h' at the centre of the vessel, which cause the planks to assume the
curvature requisite to enable water to run off readily. This water is collected in a
scupper i formed by an inclined plank fitted into recesses in the side and in the
deck, the joints being caulked. Strips of soft, dry, and compressed wood are
inserted between the planks, and serve to render the deck perfectly water tight
by being caused to swell under the action of the water employed to wash the
decks.
Hatchways P are formed in the deck to provide means of access to the interior
of the ship. The combings " of these hatchways are simply treenailed to the
ends and sides of the deck planks. The bulwarks B₁ are constructed of squared
timbers forming a continuation of the sides, and terminating at the upper edge in
a timber of smaller dimensions. All these timbers are of hard wood and connected
together by treenails.
A poop G, Figures 3 and 4, is formed by an extension of the sides D carried up
above the bulwarks so as to obtain the required height 'tween decks, a streak of
planks pinned to the heads of the uprights being provided for this purpose above
the gunwale.
The deck of the poop G is constructed of planks similar to the planks of the

page_text: main deck, but which are caused to engage between two timbers by means of a
tenon, Figure 19, entering the lower half of the streak of planks, and are supported
in the middle by suitable longitudinal timbers.
The accommodation for the ship's officers is arranged in the space under the
poop, which is lighted and ventilated by hatchways j, j. The arrangement of the
cabins and offices is shewn on the right of Figure 20.
The forecastle is constructed in a similar manner to the poop, but possesses
greater strength, being consolidated by longitudinal timbers O and transverse
beams O¹ supporting the bits and capstans, as shewn in Figure 4, Sheet 1. This
woodwork constitutes a frame covered with planks similar to those of the deck.
This flooring affords shelter for the crew, being ventilated and lighted through
hatchways and port holes formed in the sides. This arrangement is shewn in
dotted lines on the left of Figure 20. The boats are suspended from davits g, g,
(Figures 3 and 4, Sheet 1).
Ironwork for consolidating the structure is employed in order to bind together,
as hereinbefore described, all the pieces of timber employed in this system of
construction. By prolonging the iron bands in horizontal and vertical directions
and connecting them to one another and to the ends of the horizontal transverse
beams, a double belt or hoop is formed round the vessel. The horizontal bands F
terminate in wide iron plates F¹ embracing the stem and stern of the ship
(Figure 3). The plates at the stern carry the staples and pintles of the rudder J,
and those at the stem the bobstays of the bowsprit. The vertical bands are
secured by screws or bolts 8, Figures 6 and 7, Sheet 2, which pass through the
external timbers of the sides; these bolts a bear against lugs von an iron plate
which embraces the two posts of the uprights and binds them firmly together.
The horizontal bands are carried alongside of the longitudinal wedges to which
they are attached by wood screws, and the extremities of these bands are bolted to
iron cross pieces k, Figures 6, 7, and 21, Sheet 2, attached to the ends of the
transverse beams, the said cross pieces being provided for this purpose with iron
straps embracing the dovetail tenon on the beam, whilst the four arms of the cross
piece lie against the exterior of the vessel and are bolted to the horizontal and
vertical consolidating bands. The sides of the structure are connected to the
bottom by means of angle irons k³, Figure 21 and Figure 6.
The masts are arranged on the tripod system, as hereinbefore observed, and
consist of three legs x, x¹, ³, Figures 22, 23, and 24, tied to transverse timbers y
and resting upon the trees stowed in the interior of the vessel and upon the large
vertical wedges; the requisite inclination is imparted to the masts by wedging up
the legs. The leg a forming the mast proper is connected to the legs ¹, ², by
means of a notch and three iron hoops tightened by screws. The top mast x is
arranged in a fid c² aft in order to throw the more weight upon the two legs
and, thereby enabling cheeks to be dispensed with, and the top h¹ to be reduced
to a simple light platform supported by tee or angle irons on the first two hoops.
The two legs a, 2, of the mizen mast bear flat and directly over the uprights to
which they are connected by a cast iron shoes pinned to the leg and to the
uprights (Figure 24). The bowsprit (Figures 3 and 4, Sheet 1) is maintained by
two iron collars 1, 1, and secured forwards by collars bolted to the ends of the
uprights of the extremity of the vessel.
The machine tools and apparatus employed in the construction of the improved
ships or vessels are next hereinafter described with reference to the Figures on
Sheet 3 of the Drawings. The joints for the external timbers of the sides and bottom
require to be made in a very expeditious manner. This is accomplished by cutting
the timbers to the required form by means of a band saw (Figure 25) capable of
moving in all directions. For this purpose the saw is mounted upon a rotating
plate capable of travelling upon a railway V arranged at right angles to the
direction of motion of the piece of timber under operation; the latter is carried
upon a truck W and partakes of a longitudinal motion backwards and forwards in
the direction of its axis only.

page_text: The work to be performed consists simply in making two straight cuts a b, c d
(Figure 11), the others may be curved cuts (see same. Figure) perfectly capable of
being produced by the band saw. Motion is imparted to this saw by a vertical
shaft passing through the axis of the rotating plate and receiving its motion by
the intervention of bevel wheels from another horizontal shaft h carrying the
driving pulley and provided throughout its entire length with a groove or key
way, along which a key or projection on the corresponding bevel wheel is capable
of sliding. The motion imparted to the saw is thus rendered independent of the
position which it occupies upon the railway V. The rotating plate P as well as
the trucks W which carry the timber are operated by hand by means of endless
screws and gearing, not shewn in the Drawing. The relative positions of the
pulleys p and p¹, admit of being suitably adjusted in order to facilitate cutting the
heads of the transverse beams.and the feet of the uprights.
The rolling apparatus, shewn in Figure 26, Sheet 3, serves for compressing the
soft wood composing the filling pieces after the said wood has been dried, as
hereinafter described, and to form therein the depressions for the reception of
corresponding projections on the external timbers of the sides and bottom.
The apparatus consists of two cylinders C and C, suitably adapted to impart
the required form to the filling pieces, and actuated by suitable gear, as shewn in
the Drawing. The cylinder C¹ may be replaced by another cylinder having
straight sides arranged in the position, shown by dotted lines, for the purpose of
rolling the filling pieces which are to be placed next to the longitudinal wedges.
Figures 27, 28, and 29, illustrate a plane with a travelling support employed, as
hereinafter described. In setting up the transverse timbers and uprights it is of
importance that all the grooves formed in these pieces should be exactly in a
straight line. This is readily obtained by placing all these pieces side by side
between two very large frames C, C¹, of wood work. Before fixing them in this
position they are slightly raised, and allowed to rest upon the trucks W upon
which they were conveyed. They are then lowered by means of hydraulic jacks
(the blocks placed between them, and the trucks having been previously taken out),
after which they are packed upon the frames C, C¹, and wedged up. When these
timbers are thus put together and secured, the axes of the grooves are marked out,
and the work may then be proceeded with. The plane R which cuts the grooves
is carried by a travelling support P moving upon rails by the aid of screws and
gearing.
Motion is imparted to the plane R by a shaft a parallel to the support P, and
drives by a pulley p carrying a belt which passes round another pulley p¹ mounted
upon a second shaft a¹ arranged at right angles to the first; the latter carries at
one extremity a driving pulley p². A shaft a carries a pulley following the
movements of the cutter, which is moved about by hand, and this pulley serves to
impart motion to the tool holder, the height of the latter being readily adjusted by
means of a screw worked by a hand wheel v, the frame of the tool holder oscillates
upon a point x carried by the travelling support which runs on wheels. Under-
neath the frames C, C', a very large truck or carriage T is shown upon which the
transverse timbers and uprights are carried.
The sap or moisture is extracted from the wood by means of a drying apparatus
next hereinafter described. It is found by experience that soft wood in general,
that is to say, wood free from incrusting matter or resin dried at the temperature
of the atmosphere then rolled and afterwards immersed in cold water resumes its
original dimensions in a very short space of time. This is not the case however
when the drying is effected at a very elevated temperature. The filling pieces are
accordingly prepared, as hereinafter described, with green wood capable of swelling
by reabsorbing moisture, the said wood being dried in the first place under
conditions imitating drying in the open air as nearly as possible.
With this object the green wood, after being reduced to the dimensions of the
filling pieces, is introduced into a drying chamber hermetically closed. The air
contained in this chamber is previously expelled by admitting steam, which as it

page_text: -
merely passes through the chamber does not contribute to raise the temperature of
the wood materially after a few moments, the inlet and outlet for steam being
closed the valve of a condenser is opened, whereupon the whole of the steam is
condensed and a certain amount of vacuum is obtained in the chamber, a condition
which is highly favorable to the extraction of the air and sap contained in the
pores of the wood. A certain quantity of air is then admitted to the drying
chamber, the said air having been previously dried and cooled by passing through
the condenser, the sides of which are maintained at 10° centigrade, then again
heated to 30° for example in a heat regenerator. It is known that at a temperature
of 30 degrees centigrade a cubic metre of air absorbs, in order to attain saturation, a
quantity of aqueous vapour equal to about 1 ounce; at a temperature of - 10 degrees
it only absorbs about 1 dram in order to arrive at the same condition. Hence it
may be concluded that each cubic metre on leaving the drying chamber at 30° loses
in passing through the condenser at -10° a quantity of aqueous vapour equal to
about 15 drams. It is thus easy, the dimensions of the chamber being known
(the said dimensions corresponding to the quantity of wood to be dried), to
calculate the number of times that the air will require to pass from the drying
chamber to the condenser, and vice versa, in order to obtain the complete
desiccation of soft wood. The drying chamber in itself presents no remarkable
features, but the arrangement which it is preferred to adopt for the condenser is
next hereinafter described with reference to Figure 30, Sheet 3.
In a cylindrical or rectangular chamber C there is arranged a series of parallel
tubes t surrounded by the cooling liquid, which circulates continually between a
refrigerating machine of any suitable construction, such as Pictes', for example, and
the condenser by passing through inlet and outlet pipes and t. The air from
the drying chamber passes inside the tubes, depositing its moisture along the sides
of the tubes in the form of a layer of ice, and leaves the condenser, being exhausted
by a fan which delivers it in a dried condition into the drying chamber, and so on
in succession.
In order to prevent the tubes from becoming choked with ice, pistons p partaking
of a reciprocating motion are employed, which continually detach the ice and cause
it to fall into a drawer d, whence it is removed by hand, care being taken to
previously close a door b which shuts off the communication with the exterior.
The pistons p are formed by discs perforated with holes, Figure 30, a, in which
rods a are caused to engage during the ascent of the pistons for the purpose of
detaching and knocking off the ice, which might otherwise adhere to the said
pistons and prevent them from operating. The condenser is completed by an air
inlet valve 8. The proliminary oporations of putting together or building up
the ship are performed between two jetties thrown out from a wharf con-
structed upon piles (as shewn in Figures 36 and 37, Sheet 3). Over head
travellers or cranes P provided with differential windlasses run upon an elevated
railway supported by the two jetties, and serve to transport the timbers employed
both for constructing the ship and forming the cargo. About half way up the
jetties there is provided a flooring or scaffold forming a gangway and serving
to carry the workmen and tools during the construction. The pilos of the wharf
are strengthened latorally in the usual manner and covered with ironwork which
embraces both the longitudinal timbers and the rails supporting hydraulic
pistons p working as hereinafter described. The travellers are worked or controlled
by hand by means of tackle connected with steam winches. The wharf supports
by means of chains C connected to the hydraulic pistons p a platform composed of
trusses F and longitudinal beams L cut level with the trusses, see Figures 31
and 32. Upon this dry platform a portion of the operation of building the ship is
performed; for this purpose the platform is constructed with a working floor Z,
upon which the axis of the keel is marked out, together with the plan of the sides
and the positions of the uprights.
The first stage of the construction, which consists in the formation of a basin or
first compartment, and stowage of the trees or lumber within the same, is performed

page_text: in the manner. next hereinafter described with reference to Figures 31 and 32,
Sheet 3. The transverse beams T of the bottom are first placed in position and
lashed to blocks c sufficiently elevated to allow the external timbers of the bottom
to be wedged up; the latter, which have been previously taken on board, are then
placed in position, commencing at the centre. The first external timber is placed
in position in the centre in the corresponding recess, and wedged up by means of
hydraulic jacks, its length and tension, as well as that of the other external bottom
timbers, being regulated according to the plan drawn upon the platform by driving
in the wedges of the scarf joints more or less. The adjacent filling pieces of soft
wood are now brought up and immediately placed in position, the next timbers are
then laid in the corresponding grooves, and immediately wedged and tightened up
by means of hydraulic jacks v acting at an angle of 45°, and taking a point of
support on the trusses of the platform, which are provided with suitable notches
for the reception of the said jacks. The extremities of the external timbers are
then immediately braced together. When a certain number of these timbers have 1
been placed in position the irons which connect them to the transverse beams are
put on the bolt holes are then bored and the irons screwed down.
The operation proceeds until the blocks c are reached, the timbers immediately
preceding the block are not bolted on, and the hole is utilised for passing a wire
rope between the timbers for the purpose of lashing the cross beams of the bottom
to the trusses upon fresh blocks from above. After the blocks c have been removed
the tightening or wedging up of the timbers is proceeded with as far as the lateral
corner or edge of the bottom. When the bottom is thus completed it simply
remains to place the uprights and longitudinal wedges in position. These uprights
rest upon blocks, and are maintained vertical by lashing them to horizontal timbers
or blocks c' which in turn are tied to the chains o which support the corresponding
trusses F (see Figures 33, 34, and 35).
In order to complete the first compartment it is necessary to continue the sido
up to the first horizontal transverse beam. The building up of the external side
timbers is effected in a vertical direction, the jacks employed for wedging them up
taking their bearing upon the last cross block on the uprights by the interposition
of pieces of timber, as shown in Figure 33. In laying down the last row of
timbers of the first compartment, the filling piece adjacent to the transverse beam
is placed under a block t (Figures 34 and 35) which fits over it, and is wedged up
under the post p in such a manner as to prevent any displacement arising from:
the swelling of the filling piece, and at the same time leaving a clear space for the
head of the horizontal transverse beam. The basin thus formed may then be
placed in the water after raising each of the trusses until they touch the keels in
order to diminish as much as possible the depth of water underneath the platform.
This operation is performed by removing the flooring and longitudinal timbers of
the platform, and raising all the corresponding trusses one at a time.
In order to connect the uprights firmly to the sides during this short operation,
clamps a, Figures 34 and 35, are employed which embrace them both.
The launch is effected by opening simultaneously the cocks communicating with
the hydraulic pistons p connected to the suspending chains c. As soon as the
basin is in the water the filling pieces swell rapidly and prevent leakage, the chains
retaining the trusses are detached, and the latter are removed in order to allow the
vessel to become more deeply immersed as the construction advances. The trees
or lumber forming the cargo are immediately brought up and stowed away in such
a manner as to leave the necessary space for the diagonal timbers which are then
to be placed in position. This first stage of the operation being thus completed,
the building up of the vessel and stowage of the cargo is proceeded with in the
inverse order, as hereinafter described. Thus when the horizontal transverse
beams T¹ are placed in position, and the posts p removed, the placing or stowing of
the cargo for the second compartment is first proceeded with, the lumber being
held in position by the uprights, and the sides are subsequently built up round it,
that is to say, the external timbers or wales of the sides with the corresponding

page_text: filling pieces are built up in the same order and by the same means as the sides of
the first compartment or basin.
By these means the tension of the cargo and of the sides is balanced or equalized.
After building up the sides of the second compartment the large vertical wedges
are placed in position and are driven home in a vertical direction by means of a
hydraulic jack taking its bearing in the same manner as those employed for the
timbers of the side.
The diagonal timbers are placed in position by means of the two travelling
carriers P and P¹³ on the wharf, whereby it is rendered possible to move them with
facility at either extremity (Figures 36 and 37). When in position, they are wedged
up laterally and at their feet.
The construction of the third compartment is then completed in the same manner
as described with reference to the preceding compartment. The deck planks are
laid with the aid of hand cramps. This operation is performed by commencing at
the centre, the central planks a, a, are placed in position side by side, and forced
together with a certain number of cramps represented by fine lines in Figure 38.
The next planks alternating with layers of soft wood placed between are then
forced up by the cramps indicated by thicker lines. The tails of these cramps
being then lashed fast, the others are removed and employed to fix the next rows
of planks, and so on in succession. The holes for the reception of the claws of the
cramps are afterwards filled up with plugs.
The last operations, such as masting, leaving the dock, and other final arrange-
ments, are then proceeded with. The rudder is shipped with facility by means of
overhead travellers, the sides, the bulwarks, the poop, and forecastle are completed,
and the masts are deposited on the deck in a suitable position and in such a manner
that the legs or feet bear upon the deck, and the heads rest upon chocks. These
materials having been placed on board, the operation of masting is proceeded with,
making use for this purpose of the overhead travellers which are provided with
the requisite hoisting tackle.
All that then remains to be done is to complete the deck at the feet of the
masts, and to place on board the last of the materials, after which the vessel is
warped on to moorings in order to complete its outfit, and make the final
preparations for the voyage.
It should be observed that this vessel is able to proceed to sea immediately, as a
very short time is sufficient to enable the filling pieces to resume their original
volume, and prevent leakage. The operation of taking the ship to pieces at the
place where the materials are to be used is performed in inverse order by the
employment of analogous arrangements.
It is obvious that by slightly modifying the internal arrangement of the vessel
so as to impart to the sides the requisite power of resisting external pressure, the
ship may be rendered capable of carrying other merchandise than timber, and in
lieu of constructing the vessel of the angular form represented in the Drawing,
the sides may be caused to present any desired curve at the stem and stern by
employing correspondingly curved wales or timbers.
Having now described and particularly ascertained the nature of the said
Invention, and the manner in which the same is or may be used or carried
into effect, I would observe in conclusion that what I consider to be novel and
original, and therefore claim as the Invention secured to me by the herein before
in part recited Letters Patent is,-
First. The system or mode of constructing ships or vessels by forming them
essentially of saleable materials, substantially as hereinbefore described and
illustrated in the accompanying Drawings.
Secondly. The improved machine tools for shaping the wood and facilitating
the operation of construction substantially as hereinbefore described and illustrated
in the Drawings.
Thirdly. The impermeable wall formed of hard wood in a natural state, and soft
green wood dried, compressed, and interposed, constituting the sides and bottom of

page_text: the ship, or employed for other structures, substantially as hereinbefore described.
and illustrated in the Drawings.
Fourthly. The combination of the consolidating ironwork for-binding together
the whole of the hull and the cargo, substantially as hereinbefore described and
illustrated in the Drawings...
Fifthly. The mode of construction consisting in building up the envelope, that is
to say, the sides of the ship around the cargo, substantially as herein before described
and illustrated in, the Drawings.
In witness whereof, I, the said John Henry Johnson, have to this my
Specification set my hand and seal, this Twenty fourth day of September,
One thousand eight hundred and eighty one.
: