IMPROVE- MENTS IN THE CONSTRUCTION OF STEAM VESSELS
Year: 1866

page_text: LETTERS PATENT to John Henry Johnson, of 47, Lincoln's Inn Fields,
in the County of Middlesex, Gentleman, for the Invention of "IMPROVE-
MENTS IN THE CONSTRUCTION OF STEAM VESSELS."-A communication from
abroad by Henry Randall, of Philadelphia, Pennsylvania, United States
of America.
Sealed the 18th July 1866, and dated the 26th January 1866.
PROVISIONAL SPECIFICATION left by the said John Henry Johnson at
the Office of the Commissioners of Patents, with his Petition, on the
26th January 1866.
I, JOHN HENRY JOHNSON, of 47, Lincoln's Inn Fields, in the County of
Middlesex, Gentleman, do hereby declare the nature of the said Invention
for "IMPROVEMENTS IN THE CONSTRUCTION OF STEAM VESSELS," a communication
to me from abroad by Henry Randall, of Philadelphia, Pennsylvania, United
States of America, to be as follows, that is to say:-
The first part of this Invention consists in so framing steam ships as to
insure with a flat bottom and light draught great strength in a vertical
direction, so as not only to prevent a sinking of the extremities and rising of
the middle, but also to prevent a rising of the extremities and sinking of the
middle of the ship; also to insure greater strength laterally, and to effectually

page_text: prevent any twisting or wreathing motion or tendency to roll, thus rendering
a ship not only steady but firm and rigid in every part throughout its entire
length, enabling it to stand up squarely in any sea, and to be always in trim,
allowing the swell of the sea to pass under it (instead of dashing against its sides
or quarter), and enabling the ship to ride the waves with more ease and greater
safety. A high rate of speed on the ocean can only be attained by steam ships
with a light draught, and to make them safe strength is indispensable; and
although deep draught vessels may be made sufficiently strong, owing to their
form it is difficult of accomplishment in the case of light draught and flat-
bottomed vessels, and no plan heretofore known to the public accomplishes
this efficiently. To insure a light draught and steady motion a broad flat
bottom is given to the ship with very little dead rise from the keel to the
bilge kelsons and a short round bilge; this form extends about one-fourth the
entire length of the ship, when the curve of the bilge gradually enlarges and
approaches the keel as the ends of the vessel are approached, terminating
perfectly sharp at the ends -and partially so on the bottom.
An appro-
priate nur of ribs are made to extend above the main deck suffi-
ciently far to be trimmed off and be capped by or kneed to a vertical areh
sprung from stem to stern, and terminating in the dead wood at each end of
the ship, where it is firmly fixed. Interwoven with this and the ribs is a
counter arch extending. nearly from stem to stern (its greatest. curve resting
on the bilge kelsons), and firmly connected at and near each end with
broad iron straps; and securely bolted throughout its entire length to the
side of the ship. The main deck timbers at their juxtaposition with the
ribs are firmly connected, and are projected beyond the ribs sufficiently
far outboard to be trimmed off to meet and be capped by a horizontal arch
sprung nearly from stem to stern of a sufficient curvature to embrace the
paddle boxes. Connected with all at proper intervals are adjustable iron
tension braces, which serve to tie together the different sections of the ship in
the most secure manner, so as to effectually prevent any twisting or wreathing
motion, these, tension braces extending from the main deck timbers inboard and
below (or from centre joists or struts fixed between the main deck timbers and
the kelsons) to, the ribs at a point above the water line, thence to the horizontal
arch, thence to the vertical arch, thence, athwartship, and in a corresponding
manner, from point to point. Additional security is afforded by diagonal
tie rods at every bulkhead. The iron diagonal braces, which are usually placed
on the inside of the ribs, I place on the outside of the same, thus hooping
the ship's frame firmly together and imparting additional strength to it.
The advantages gained by the above-described; method are the attainment of

page_text: great strength, high speed, safety, comfort, economy, and a reduced expendi-
ture of power.
The second part of the Invention consists in using the propelling power of
steam vessels in such a manner as to obtain double the security heretofore
realized and greater speed in proportion to the power expended. To accom-
plish this two distinct sets of wheels operated by two separate engines in
separate compartments of the ship are employed, the after pair of wheels
being about one-eighth larger than the forward: pair, so as to take up the
"slip" of the latter when making the same number of revolutions, and being
located if on a vessel 500 feet long about 130 feet aft, or in that proportion
so far aft" as to take the water just where it is coming to rest from the
impetus it has received from the forward wheels, and where it is about com-
mencing to adhere to and in a sense drag after the ship, or; in other words,
commences to be dead water, or water which leaves or parts from the vessel
with far less velocity than she advances. Thus these paddles on the one
hand not only have a firm dip in comparatively smooth water which does not;
run away from them, but ou the other hand they give the water a fresh
impetus, carrying it quickly in, under, and beyond the curve of the vessel's
run, closing her in with live water, and greatly relieving her from the adhesion
or drag referred to. The employment of two distinct sets of propelling
apparatus in separate compartments of the ship not only gives her double the
safety (as in case one set should break down the other set will carry her into.
port), but it also secures many other important advantages, such as a distri
bution of the weight of machinery, coal, and cargo about the ship according
to its strength and buoyant capacity, which equalizes the strain on the ship.
and renders accidents less liable. It also gives double the bucket surface or
face to act on the water without any increase in the number of engines..
This method of applying the power dispenses with masts, spars, and sails, the
use of which are seldom resorted to except when the machinery is disabled,
an event not likely ever to occur when two distinct sets of engines having:
their distinct sets of wheels to operate are employed: It not only saves a
large amount of cost for their construction, wear and tear, and weight beyond
the weight of an extra set of wheels and shaft, but it also saves the employ-
ment of a large number of men to attend to and manage them;: .this
arrangement, therefore, is not only doubly safe, but far more effective than
the ordinary method of attaching duplicate engines to operate one set of
wheels:

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
21st July 1866.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
HENRY JOHNSON, of 47, Lincoln's Inn Fields, in the County of Middlesex,
Gentleman, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-fifth day of January, in the year of our Lord
One thousand eight hundred and sixty-six, in the 29th year of Her reign, did,
for Herself, Her heirs and successors, give and grant unto me, the said John
Henry Johnson, Her special license that I, the said John Henry Johnson;
my executors, administrators, and assigns, or such others.as. I, the said John
Henry Johnson, my executors, administrators, or assigns, should at any
time agree with, and no others, from time to time and at all times there-
after during the term therein expressed, should and lawfully might make,
use, exercise, and vend, within the United Kingdom of Great Britain and
Ireland, the Channel Islands, and Isle of Man, an Invention for "IMPROVE-
MENTS IN THE CONSTRUCTION OF STEAM VESSELS," a communication to me from
abroad by Henry Randall, of Philadelphia, Pennsylvania, United States of
America, upon the condition (amongst others) that I, the said John Henry
Johnson, my executors or administrators, by an instrument in writing under
my hand and seal, should particularly describe and ascertain the nature
of the said Invention, and in what manner the same was to be performed,
and cause the same to be filed in the Great Seal Patent Office within six
calendar months next and immediately after the date of the said Letters
Patent.
NOW KNOW YE, that I, the said John Henry Johnson, do hereby declare
the nature of the said Invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement, reference being had to the accompanying Drawings, and to the
letters and figures marked thereon, that is to say:-
The said Invention consists, firstly, in so framing steam ships as to insure
with a flat bottom and light draught great strength in a vertical direction, so
as not only to prevent a sinking of the extremities and rising of the middle,
but also to prevent a rising of the extremities and sinking of the middle of the
ship; also to ensure greater strength laterally, and to effectually prevent any
twisting or wreathing motion or tendency to roll, thus rendering a ship not
only steady but firm and rigid in every part throughout its entire length, enabling
:

page_text: it to stand up squarely in any sea, and to be always in trim, allowing the swell
of the sea to pass under it (instead of dashing against its sides or quarter), and
enabling the ship to ride the waves with more ease and greater safety. A
high rate of speed on the ocean can only be attained by steam ships with a
light draught, and to make them safe strength is indispensable; and although
deep draught vessels may be made sufficiently strong, owing to their form it
is difficult of accomplishment in the case of light draught and flat-bottomed
vessels, and no plan heretofore known to the public accomplishes this
efficiently.
The second part of the Invention consists in using the propelling power of
steam vessels in such manner as to gain double the security heretofore realized
and greater speed in proportion to the power expended.
:
And in order that the said Invention may be fully understood I shall now
proceed more particularly to describe the same, and for that purpose I shall
refer to the several Figures on the Sheet of Drawings hereunto annexed, the
same letters of reference indicating corresponding parts in all the Figures.
Fig. 1 of the Drawings represents a plan view (part of the planking being
removed) of a steam vessel made in accordance with this Invention, Fig. 2
is a transverse section of the same, and Fig. 3 is a vertical section taken
along the line x, x, in Fig. 1.
In order to ensure a light draught and steady motion a broad flat bottom
is given to the ship with very little dead rise from the keel to the bilge kelsons
and a short round bilge, as shewn in the cross section A, A, (Fig. 2); this
form extends about one-fourth the entire length of the ship, when the curve
of the bilge gradually enlarges and approaches the keel as the ends of the
vessel are approached, terminating perfectly sharp at the ends and partially so
on the bottom. An appropriate number of ribs are made to extend above the
main deck sufficiently far to be trimmed off and be capped by or kneed to a
vertical arch B sprung from stem to stern, and terminating in the dead wood
at each end of the ship, where it is firmly fixed as shown at Fig. 3. Interwoven
with this and the ribs there is a counter arch C, C, extending nearly from
stem to stern (its greatest curve resting on the bilge kelsons), and firmly con-
nected at and near each end with broad iron straps H, and securely bolted
throughout its entire length to the side of the ship. The main deck timbers
at their juxtaposition with the ribs are firmly connected, and are projected.
beyond the ribs sufficiently far outboard to be trimmed off to meet and
be capped by a horizontal arch D, D, (Fig. 3,) sprung nearly from stem to
stern, and of a sufficient curvature to embrace the paddle boxes. Connected
with all at proper intervals are adjustable iron tension braces E and F (Fig. 2),

page_text: which serve to tie together the different sections of the ship in the most
'secure manner, so as to effectually prevent any twisting or wreathing motion.
The tension braces E extend from the main deck timbers inboard and below
(or from centre joists or struts fixed between the main deck timbers and
the kelsons) to the ribs at a point above. the water line, thence to the
horizontal arch D, thence to the vertical arch, thence athwartship, and in a
corresponding manner from point to point, as illustrated in Fig. 2. Additional
security is afforded by the diagonal tie rods F, F, (Fig. 2,) which occur at
every bulkhead. The iron diagonal braces a, Fig. 3, which are usually placed
on the inside of the ribs, I place on the outside of the same, thus hooping the
ship's frame firmly together and imparting additional strength to it. The
advantages gained by the above-described method are the attainment of
great strength, high speed, safety, comfort, economy, and a reduced expenditure
of power.
I shall now proceed to describe the second part of this Invention, which
consists in the employment of two distinct sets of paddle wheels operated by
two separate engines in separate compartments of the ship, the after pair of
wheels being about one-eighth larger than the forward pair, so as to take up
the "slip" of the latter when making the same number of revolutions, and
being situate if on a vessel say 500 feet long about 130 feet "aft," or in
that proportion, or so far "aft" as to take the water just where it is coming
to rest from the impetus it has received from the forward wheels, and where
it is about commencing to adhere to and in a sense drag after the ship, or, in
other words, commences to be dead water, or water which leaves or parts from
the vessel with far less velocity than she advances. Thus these paddles on
the one hand not only have a firm dip in comparatively smooth water which
does not run away from them, but on the other band they give the water a
fresh impetus, carrying it quickly in, under, and beyond the curve of the vessel's
run, closing her in with live water, and greatly relieving her from the. adhésion
or drag referred to. The employment of two distinct sets of propelling ap-
paratus in separate compartments of the ship not only gives her double the
safety (as in case one set should break down the other set will carry her into
port), but it also secures many other important advantages, such as a distribu-
tion of the weight of machinery, coal, or cargo about the ship according to
its strength and buoyant capacity, which equalizes the strain on the ship and
renders accidents less liable. It also gives double the float surface or face to
act on the water without any increase in the number of engines.
The method herein-before described of applying the power dispenses with
masts, spars, and sails, the use of which are seldom resorted to except when

page_text: the machinery is disabled, an event not likely ever to occur when two distinct
sets of engines having their distinct sets of wheels to operate are employed. It
not only saves a large amount of cost for their construction, wear and tear,
and weight beyond the weight of an extra set of wheels and shaft, but it also
saves the employment of a large number of men to attend to and manage them;
this arrangement, therefore, is not only doubly safe, but far more effective than
the ordinary method of attaching duplicate engines to operate one set of
wheels.
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, making the main deck timbers of a steam ship project outboard
sufficiently far to be trimmed off and be capped by horizontal arches of
sufficient curvature to embrace the paddle boxes, and extending nearly from
stem to stern, substantially as herein-before described.
Second, making a sufficient number of the ribs extend above the main deck
timbers (to which they are firmly connected) far enough to be trimmed off
and be capped by vertical arches sprung from stem to stern or nearly so,
substantially as herein-before described.
Third, the application and use of inverted counter arches, applied substan-
tially as herein-before described.
Fourth, the application and use of the tension braces E, arranged substan-
tially as herein-before described.
Fifth, the application and use at the bulkheads of the diagonal tie rods F, F,
as herein-before described.
Sixth, the application and use to and in steam ships of two pairs of paddle
wheels, when each pair is disconnected from the other and driven by indepen-
dent engines, the after pair being larger than the forward pair, substantially
as herein-before described.
In witness whereof, I, the said John Henry Johnson, have hereunto set
my hand and seal, the Twenty-first day of July, One thousand eight
hundred and sixty-six