NEW METHOD OF BUILDING OR FABRICATING SHIPS OR VESSELS POR NAVIGATION
Year: 1802

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
WHITLEY BOSWELL, of the City of Dublin, Gentleman, send greeting.
WHEREAS His most Excellent Majesty King George the Third did, by
Flis Letters Patent under the Great Seal of the United Kingdom of Great
Britain and Ireland, bearing date at Westminster, the Twentieth day of
May, in the forty-second year of His reign, give & grant unto me, the said
John Whitley Boswell, my executors, administrators, and assigns, His special
licence, full power, sole privilege and authority, that I, the said John Whitley
Boswell, my executors, administrators, and assigns, during the term of years
therein expressed, should and lawfully might make, use, exercise, and vend,
within England and Wales, and the Town of Berwick-upon-Tweed, my "NEW
METHOD OF BUILDING OR FABRICATING SHIPS OR VESSELS POR NAVIGATION;" in
which Letters there is contained a proviso, obliging me, the said John Whitley
Boswell, under my hand and seal, to cause a particular description of the
nature of my said Invention, and in what manner the same is to be per-
formed, to be enrolled in His Majesty's High Court of Chancery within
one calender month next and immediately after the date of the said in part
recited Letters Patent, as in and by the same (relation being thereunto
had) may more fully and largely appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
John Whitley Boswell, do hereby declare my Invention to be described in
manner following, that is to say:
My new method of building or constructing vessels for navigation differs
principally from the old method in the placing timbers or ribs lengthways or

page_text: horizontally instead of vertically (by the means herein-after recited), and in
using a framing consisting of a series of triangles (hereafter described) in such
parts of the vessel and in such cases as are there mentioned, either to produce
a greater strength with the same quantity of materials, or an equal strength
for a smaller quantity; by which it is expected much less crooked timber need
be used than is now employed, and the danger of using pieces cut across the
grain proportionally diminished.
The said new method of building vessels for navigation is contained in the
following directions for constructing a vessel :-
First, having determined on the size and shape of the vessel intended to be
built, it is to be supposed to be divided by transverse vertical sections at right
angles to the keel at certain distances from each other (sec longitudinal
section, Fig. 1), which distances must depend chiefly on the strength of the
materials to be used in constructing the vessel, requiring to be less when the
materials are slighter, and admitting of a greater extent when the materials
are stronger; therefore there will be fewer of those sections required in the
latter case than in the first, but in general they should not be fewer than four.
Secondly, having ascertained the number and places of those sections, a
frame must be made of the shape of each section externally, so that the upper
part of it may be of the breadth of that part of the deck under which it is
to stand, and its sides and bottom may be moulded according to the true shape
of the sides and bottom of said section; the more particular construction of
which said frames is to be described hereafter.
Thirdly, when said frames are formed, each of them is to be erected in the
place corresponding to the section of that part of the vessel it is meant to
represent, as aforesaid, and to be there supported by temporary props or
stays, so that the workmen may get at every part of them; the stem post
and stern post also to be erected in like manner in their proper places.
Fourthly, timbers or ribs are then to be laid horizontally from frame to
frame at their outward surfaces, extending from stem post to stern post, and
to be fastened to the frames and posts by bolts or otherwise, which horizontal
ribs are each to be moulded according to the shape of that part of the vessel
where it is to lie, and to be of that thickness which the size of the vessel and
the distance of said transverse frames from each other may require, so as to
produce sufficient strength. These horizontal ribs are each to be fayed at its
extremity into the next which joins it at either end, are to have those junctures
near to the frames, and to extend in at least every second case with a single
piece of timber a foot or two beyond the two frames, to which it is to be
fastened, and where timbers can be got to extend to three or more frames they

page_text: are to be preferred, see Figure 2, which represents a part of the side of the
vessel so constructed. If it should be thought fit to place the said horizontal
ribs so that intervals should be between them, a method should be followed in
building, which will be described more at large hereafter; but should they be
5. placed as close to each other as it is usual to place the vertical ribs in the
common method of building, then the next operation should be to fasten
planking to them outside and inside with trennels or otherwise, at right angles
to the direction of the ribs or vertically; and if any inconvenience should arise
or be apprehended from the vertical position of the outside plank, a sheathing of
board may be fastened over it in the usual manner. Wherever the curvature
of the bottom of the vessel will admit it, the outside planking should be made
to pass between the bottom ribs and the keel; and where the shape will not
adunit of this (as near the stern), I recommend that the inside planks be put
on first after the ribs, and their lower extremities made fast to the kelson,
or a piece to be for this purpose bolted to the keel inside, and that the
outside planks be rabbetted and firmly fastened to the keel as much below
this as will give them a firm gripe in the keel. It will facilitate this last
operation if two or three of tho said horizontal ribs next the stern, close to
the keel, are not fastened up finally till the inside planks are fastened at the
bottom in this part, as here directed.
.
Of forming the head and stern.-In forming the head, where the curvature
approaches near to a circular form at the stern post, the horizontal ribs may
there be joined to curved pieces like breast hooks, bolted to the stern post, and
where the angle required is too sharp to admit of this, they may be bolted or
otherwise fastened to the stem post, and may be farther secured if necessary
to an internal piece, to run in the direction of the stem post, and be well fastened
to it. These last directions will also apply to the formation of the stern.
Of the keel and kelson.-The keel should either be put on after the outside
planking was laid in all parts of the bottom where the curvature was not too
great over the plan of the keel, or if the keel is desired to be first laid down,
the horizontal ribs should be supported in such a manner above it, by pieces of
wood to be afterwards removed, as to admit the part of the planking before
directed to be passed between them and the keel. The kelson should be
placed along over the inside plank in all parts where it will admit of being so,
and be bolted down through it and the horizontal ribs directly underneath
to the keel.
. Farther description of the transverse frames.-The transverse vertical frames
(before described as to their external shape only) should be formed thus:
their sides and bottoms should be made of pieces sided and moulded, like the

page_text: vertical ribs in the common method of building ships, in that part of the
vessel they are intended to stand; more than three series of timbers side by
side will be unnecessary to form them, and not less than two should be used;
in either case the joints endwise of one series should be arranged so as not
to be opposite the joints of another series in the same frame; the part under
the deck should be formed of straight beams, or of beams of the small
curvature usually given-to-the deck; the different series of pieces in the same
frame should be fastened sideways to each other by bolts or trennels; and
farther, to strengthen said frames, and by them give great strength to the
whole ship, I direct that pieces be passed obliquely from the horizontal beams
of said frames under the deck to the sides and bottom of said frames, so as
to divide the whole of the internal space or plane of the frames into triangles;
which last I recommend because I have found that in a triangular frame any
strain at or near the angle spends its force, intending to rend asunder the
piece opposite in the direction of its fibres or lengthways, in which direction
it can bear a much greater strain than across the grain, and that in a frame
formed of a number of triangles no strain can be given to it in the direction of
its plane, which will not fall either directly or indirectly on one or more angles,
and thereby have the effect already mentioned. These oblique pieces may be
let into the substance of the frames, and be fastened by bolts passing through
the frames and them, and may be farther secured by iron bands or iron straps,
if judged necessary, to the sides and top of the frame. The sides of the frames
should be made to extend a foot or two above the deck beams for small
vessels and, a greater height for large, for the convenience of forming the parts
of the sides of the vessel at and above the deck; one of those frames, as
intended for the midship frame, is drawn in Fig. 3.
"
To build with intervals between the horizontal ribs.-When it is desired to
leave intervals between the horizontal ribs the method of proceeding should
be as follows: It is best that two ribs should be brought all along close
together at the side of each interval, for the better strengthening of the
junctures at their extremities.
Having fixed on the intervals to be left
between any two pair of ribs, let said ribs be formed or moulded at least so much
thicker from into out than would have been necessary had they lain close
together, that the square of their whole thickness may be equal to the sum of
the thickness of as many ribs (each of the same breadth sideways as the said
pair) as would fill up said interval added to their own breadth; then diagonal
pieces should be placed across each interval from the side of each transverse
frame to that of the next, to which they should be fastened, so as to form the
whole surface into a series of triangles (the advantage of which has been

page_text: already shewn); after which planking should be laid on across the direction of
said ribs or vertically, of sufficient strength to bear the pressure of water
between each two pair of ribs at the depth beneath the surface of the
water where it is to lie, outside which there should be placed a second coat of
planking in the direction of the ribs, or across the direction of the first,
to prevent the danger which might arise of the oakum working out from the
seams of the first planking, on account of the great distance that must be
between the trennels in many parts in this last method of building. A part
of the side of a vessel formed in the manner last described before the planks
re put on is represented in Figure 4.
Of forming the decks. The decks of vessels, built on this my new method,
should be formed in somewhat a similar manner to this last described; for the
sides, that is to say, beams or pieces of timber similar to the ribs, should be.
laid lengthways over the upper part of the transverse frames, and fastened to
then, with intervals between each pair, across which intervals other pieces
should be laid diagonally from frame to frame, and fastened with trennels or
otherwise to said frames; smaller pieces should then be either placed across the
direction of the beams, and let into the substance thereof, over which the
planking should be laid lengthways, or else the smaller pieces should be laid
in the direction of the beams from frame to frame, over or let into the
diagonal pieces, across which the planking should be laid at right angles to the
direction of the beams; and this last method I prefer, as it gives an opportunity
of dovetailing or otherwise fastening the ends of the planks to picces to be
well fastened for that purpose to the sides of the vessel from frame to frame
horizontally under the deck, by which it is conceived the sides would be united
I would also recommend that the upper cross
more firmly to the deck.
parts of the frames be let an inch or two into the substance of said longitudinal
beams. When a vessel is required to be built of so large a size that it will
require plank of such a great thickness as could not be bent in a vertical
position without a degree of labour and expence which would too much
counterbalance the advantage of leaving out vertical ribs altogether, then in
this case I direct that the horizontal ribs may have large intervals left
between them, and be made so much thicker from in to out as the directions
before given for building with intervals between the horizontal ribs would
require them to be, that then the diagonal pieces are to be firmly fixed in the
manner and position before directed; after which I direct that small vertical
ribs be fastened over the horizontal ribs, with such intervals between them as
their thickness and the thickness of the plank to be used will allow, over
which vertical ribs the planking is to be made fast with trennels or otherwise,

page_text: borizontally, or fore and aft, in the usual position and manner; and this last
method of building may be farther strengthened, if thought fit, by fastening
diagonal pieces between the vertical ribs, also in a similar manner to that
already herein directed for those to be used with the horizontal ribs.
It is my intent that every part and thing of and about the vessel not
described here should be made or done according to the method in general
use for doing such things or forming such. parts, and that knees and beams
across-under the deck may be-put in, if thought proper, and hanging knees
and riders, though at present I do not think them necessary, and that the
principle of building here described may be extended to build vessels with two
or more decks, and is applicable to the building of all vessels, from a boat to
a first-rate man-of-war.
It is necessary to mention, that though I do not recommend it, the
transverse frames herein recited may be also used in building ships (if of a
smaller size) to support horizontal ribs without being divided into triangles
and without having any strengthening pieces passing across their planes, but
merely consisting of external frames of the shapes of the different sections of
the vessel, as before mentioned, and that they wholly or partly may be ma
of cast or wrought iron, if it is preferred by other builders to do so. inc
advantages which I expect this method of building ships will have above that
in common use are,-
First, that it will produce great additional strength by the transverse frames
and the horizontal ribs; the first, from the great power given them by the
triangular frames; and the second, by giving their power of support in the
direction where the greatest strain is, or lengthways, by which it is conceived
vessels so built will be entirely prevented from hogging (as it is termed),
or having broken backs.
Secondly, a vast proportion of crooked timber may be saved, which, for
large vessels particularly, is much more difficult to be procured than the
straight; as, by the horizontal position of the ribs, in most parts straight timber
or timber nearly straight, may be used for their formation, except at the head
and stern, by which also the use of timber cut across the grain may be
proportionally diminished.
Thirdly, much knee timber may be saved, which the triangular framing of
the decks will render unnecessary; and,
.
Fourthly, when the method described of building ships with intervals
between the horizontal ribs is used, it is conceived a great quantity of timber
of all kinds, botli straight and crooked, may be saved, without diminishing the
strength or security of vessels so built.

page_text: Fifthly, even in the last method of building directed, it is conceived there
will be a considerable saving of crooked timber, as the vertical ribs in this.
method having so many points of support from the horizontal timbers may be
formed of a much less size and length, and have larger intervals left between
them than could be used in the common method of building to produce the
strength required; and it is conceived. there may be also a saving in the
planking, as in this method, it is imagined, no inside planking need be used,
but only a boarding nailed on sufficient to keep the cargo or ballast from
resting on the outside planking in the intervals, between the ribs, by which it
is conceived the farther advantage of facilitating repairs will arise, as by
ripping off the said boarding a damaged rib might be removed and another
inserted without removing the outside plank, or any other part of the frame.
Although I have described above those methods which appear to me the
best calculated for carrying the principle of my Invention into practice, yet
minute alterations, arising from the different methods and proficiencies of
workmen, will not materially affect the manufacture, if the directions contained
in the Specification are followed, as they fully disclose the end and principles
of the discovery.
And, lastly, as much damage happens to vessels from the insufficiency of the
present method of closing the seams between the planks, it is proposed, as
a farther security to any of the above methods of building, that if it is thought
fit, the planks may be grooved at their edges, so as when said planks are put
together the grooves may be opposite each other, and that narrow slips of
durable wood be placed in said grooves so as to lic across the seams the whole
length of the planks; the size of the grooves and slips must depend on the
thickness of the planks used, and must be placed so as to leave sufficient space
outside them for caulking; and it would be best perhaps to make the slips of
less breadth than the grooves, so as to permit their being pressed inward. It
is imagined these slips will have the effect of valves, in preventing the farther
progress of any water that passes the oakum, tending to close the passage
more tightly the more they are pressed by the external water. The ends of
two planks so grooved and of the slip between them are represented in
Figure 5.
In witness whereof, I, the said John Whitley Boswell, have hereunto set
my hand and seal, this Seventeenth day of June, in the year of our
Lord One thousand eight hundred and two.
J* WHITLEY BOSWELL. (L.S.)

page_text: AND BE IT REMEMBERED, that'same Seventeenth day of June, in the
year above mentioned, the aforesaid John Whitley Boswell, came before
our Lord the King in His Chancery, and acknowledged the Specification
aforesaid, and all and everything therein contained in form above written.
And also the Specification aforesaid was stamped according to the tenor of the
Statute in that case made and provided.
Inrolled the samo-Seventeenth day of June, in the year above written..
"