CERTAIN IMPROVEMENTS IN BUILDING OR CONSTRUCTING SHIPS, HOUSES, AND OTHER BUILDINGS
Year: 1825

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, DAVID
RFDMUND, of Agnes Circus, Old Street Road, in the County of Middlesex,
Engineer, send greeting.
WHEREAS His present most Excellent Majesty King George the Fourth,
by Iis Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the 28th day of June, One thousand eight hundred and twenty-
five, in the sixth year of Ilis reign, did, for Himself, is heus and successors,
give and grant unto me, the said David Redmund, Ilis especial licence, that
I, the said David Redmund, my exors, adiñors, and assigns, or such others,
as I, the said David Redmund, my exors, adiñois, or assigns, should at any
time agree with, and no others, from time to time and at all times during the
term of years therein expressed, should and lawfully might make, use, exercise,
and vend, within England, Wales, and the Town of Berwick-upon-Tweed, my
Invention of "CERTAIN IMPROVEMENTS IN BUILDING OR CONSTRUCTING SHIPS,
HOUSES, AND OTHER BUILDINGS;" in which said Letters Patent is contained a
proviso, obliging me, the said David Redmund, by an instrument in writing
under my hand and seal, particularly to describe and ascertain the nature of my
said Invention, and in what manner the same is to be performed, and to cause
the same to be inrolled in His Majesty's High Court of Chancery within six
calendar months next and immediately after the date of the said in part recited
Letters Patent, as in and by the same, reference being thereunto had, will
more fully and at large appear.

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
David Redmund, do hereby declare the nature of my said Invention, and the
manner in which the same is to be performed, are particularly described and
ascertained in and by the Drawings hereunto annexed, and the following
description thereof (that is to say)
-
The exteriors of those ships which are built with circular sterns (on the
plan of Sir Robert Seppings) presents the form of an arch in every direction in
which the vessel might receive a shock. But the present system of constructing
the hulls of vessels seems to render that form (so indicative of strength) of no
comparative utility whatever, as an arch to resist weights or violent concussions
should have all its parts firmly connected together, and its abutments made
perfectly secure; the present mode of framing the hulls of vessels leaves a
vacancy between the ribs or frames, which said ribs or frames are not firmly
connected together so as to unite their strength until the planking is affixed to
them, so that before the planking is done, the hull has comparatively no
strength whatever. Now as this is (I conceive) the foundation of the
structure, I humbly submit that when in that state ready for planking the
vessel should be at that moment if possible of sufficient strength to resist all
such shocks or concussions as vessels are liable to meet with, so that when
planked she would acquire the full portion of additional strength which can be
imparted to her construction by that process, so that the shocks or concussions
(to which all vessels are liable) should not be received on or effect the tree-
nails or bolts which secure the planking to the frame of the vessel: now, as
the piesent vessels (previous to planking) are not by their construction
capable of supporting themselves, and only acquire strength by their plank-
ing being secured to the frame or timbers by wooden treenails or bolts, I
presume it is evident that the greatest proportion of every violent strain,
shock, or concussion that the vessel is subject to must in a great measure be
received and sustained in some duection or other by the aforesaid wooden
treenails or bolts which have first given strength to the fabric by securing
the frames and planking together. The bs or timbers not being close
together there seems to be nothing to prevent the greatest portion of the
shock being received by the treenails or bolts. The repetition of the shocks
soon works the treenails or bolts loose in their holes, and shews clearly how
very inadequate they must be for the purpose of sustaining such shocks. In
my construction of vessels I have no vacancy between my ribs or timbers, but
begin at the middle and bolt each rib or frame firmly to its fellow, inserting
the bolts in each that are to receive the next, as shewn in Figure 3, which
shews six of the first ribs connected together, with the heading joints always

page_text: ci ossed, and the bolts standing out to receive the next rib, so I work night and
left to the head and stern, as shewn in Figure 1, which is a longitudinal section
of all the nibs or timbers, shewing the bolts let in at the heads to admit of the
lib being bolted close to its fellow, each requing to have holes made in them
to receive the nut of the bolts of the previous one, as is seen in Fig. 1. My
heading joints are each grooved a little way in, and a tongue or tenon of metal
driven in after it is in its place, which will serve as a stop to the caulking, and
give steadiness to the ends, and the tongue or tenon should enter about an
inch oi more into the ribs on each side. It will be requisite to have as large
washers or plates under the heads of the bolts, and also under the nuts, as the
Size of the timbers will admit of, only the edge of the plates should not come
within or an inch of the face of the timbers, so that when caulked inside
and out both bolts and plates are secured from air and water. The holes for
the bolts should be about of the thickness, or a little more, fiom each edge,
so that if the timber was 8 inches, the centre of the hole should be about
2 inches and or 2 inches and from each edge. It will be seen by Fig 1
that all my timbers are made smaller at the upper end, and larger at the
lower pait next the keel, and as every good practical shipbuilder is acquainted
with the prevailing methods of striking out the timbers to stand at any angle
of inclination, I need only remark that the angle of inclination at which I
have shewn the timbers appears to me to be the best; but if the test of expe-
rience should suggest any alteration it is easily done by making the timbers
more or less of the wedge form as may be found best. The Section No. 1
also shews the timbers are of various dimensions. It is not absolutely
requisite they should be all of one size, only they should be tapered in propor-
tion, so as to keep their proper angles, but they should be all of the same
dimensions the other way, so as to produce an even surface for the planking
(as at present,) and I should always keep my tunbers to their fullest dimen-
sions from outside to inside, as the more I increase the surface of my abut-
ments the greater the stability of the vessel, always bearing in mind that I am
constructing an arch to be self abutted in every direction. I can reduce the
thickness of the planking, and increase the thickness of the timbers, and
by so doing greatly increase the stability of the vessel; and as strength and
stability are the principal objects I propose to obtam by my improvements,
these parts of the vessel at or near the head or stern where the ribs form a
sharper or more acute angle at the keel, as shewn by Figure 7 and 8, I
would keep the line of the timbers more to the circle, to admit of the timbers
which cross the keel cut out of trees of moderate dimensions, without the grain
returning too much across, and to fill out the shape with what is technically

page_text: termed dead wood, as shewn Fig. 7 and 8, which should be secured to the rib
and bolted to its fellow piece, which, by increasing the surface of the abut-
ments, adds stability to the arch and proportionate strength to the vessel. If
any objection should be made about the quantity of dead wood accumulating by
adhering strictly to rule laid down as relative to Figures 7 and 8, I would wish
it to be understood that if the ribs were prepared for those parts as they are
at present, only diminish them from the bottom, as before stated, and bolt them
firmly together and to the keel, as at present, the vessel would be infinitely
stronger than by the ordinary mode, but would not, in my opinion, be of equal
strength and durability as if executed agreeable to the rule laid down in
Figures 7 and 8. It may be proper here to remark that on my improved
mode of ship building, every additional piece of timber affixed to it from the
first rib or frame to the last plank, all and every additional piece so affixed,
brings with it its proportionate addition of strength and stability to the vessel
beyond its own weight; even what is technically termed dead wood, on my
principle, brings its proportionate addition of strength and stability to the
vessel. If it is put on and secured to each rib and bolted to its fellow, as
directed, the beams on which the decks lay should be secured to the sides of
the vessel in the usual manner. But as room is considered a great object
between decks, and the present decks, beams, and planking take up from 10
and 4, to 14, 16, and 18 inches, according to the size of the vessel, and the
number of decks, &c., I propose cutting oak scantling to the size of the docks,
say about 6 or 8 inches square, according to the width of the vessel, keeping
the curve of the deck as much as possible, say about 6 inches in the width of
thirty feet, and the scantling about 7 inches or a little more; these I bolt
firmly together, as see Figure 2, after the same manner as the ribs of the hull,
with about bolts, the scantling should be all the length across the vessel,
and being bolted together as above, would be found of great strength. But to
increase the strength as might be required, I would truss two together, at
about 4, 6, or 8 feet apart, as might be found requisite, to get the required
strength. The trusses should be inch square bar iron, with iron plates at the
end, about three inches by 4 square and about thick, the key wedge at the
top to be formed to clip the end of the bar, as shewn at Figure 6, in Figure 2,
and the trusses let into each scantling half way. This method of trussing is
very well understood by every good out-door carpenter, who will perfectly
understand what is to be done by this description and Drawing; on this
principle the decks may be made of any required strength by having fewer or
more trusses, as may be requisite, and the deck has an even surface under-
neath. Yet these decks do not take up much above 3 of the usual space in

page_text: lepth, as experience has proved we cannot have the decks two firmly secured
to the sides I would have two straps of iron of sufficient length to go through.
the sides of the vessel, having a stout plate, nut, and screw on the outsides,
and to come under the deck and join in the middle by a dovetail (as see
Figure 9, in Figure 2), to be firmly screwed up outside of the timbers and
bolted to the under side of the deck all along I would recommend one of
these straps to come near cach truss, or to have one about every 4 or 5 feet at
least, these, in addition to their being secured to the beams that they lay on,
would, I suppose, be found sufficient. In vessels were expences or first cost
was not an object, the timbers might be prepared with a cucular groove in the
centre, as see Figure 10, in which groove a strongly twisted rope of oakum
might be put, which being left rather large would, when screwed up tight,
forin a strong and tough tongue, and also a stop for the caulking. The decks.
if required, could be done in the same way, and they might be caulked on both
sides if requisite; and if any objection should arise about the joints of the
decks running across the ship, they might board at the other way with thin
boards, as see Figure 2.
Figure 4 shews how the timbers come to a finish at the head and circular
stein of the vessel. The keel or stern port are not shewn, as it is only to show
how the timbers finish, and also how every short pieco may be occasionally
used. It will be understood that spaces for port holes in ships of war can be
left without materially diminishing the strength of the vessels. It is supposed
in this description that the keel is first laid down as usually done, only its
internal edge will be formed to the under part of the hull, exclusive of the
filling out pieces alluded to in Figures 7 and 8. The methods for laying down
the lines for which curve being familiar to every good practical shipwright, it
would be superfluous to add any remarks on that head. I do not pretend to
instruct shipwrights in their business, my improvements relating only to a
different mode of arranging, combining, and uniting the timbers so as to
acquire and retain the full portion of strength and stability which she ought to
derive from her exterior presenting an arch in every direction. My improved
ship now having her decks in, and firmly secured to the beams on which they
rest, and also to the sides, head, and stern of the vessel after the method before
described, I now proceed to caulk all her joints inside and out, and her decks
also; which being done, she then presents previous to planking the novel sight
of the hull of a ship of great strength, presenting in every available direction
the strength and resistance of an arch, self abutted, no bolt or pin (but those
which secure the decks to the frame, being visible throughout her whole frame
to convey to the beholder the slightest idea of the mode by which her abutt-

page_text: ments are secured, and her frame united so firmly together, her invisible
endless chains of bolts being secured both from air and water by the caulking
inside and out, the vessel itself being of course water-tight everywhere, and of
incredible strength, as the force of any shock she might receive is divided
amongst her numerous abuttments. In this state, previous to planking, let
the comparison be drawn between my improved ship and one of the present
day previous to their being planked, one of very great strength, the other of no
strength at all, not being capable of supporting itself. I now plank her, and
of course my vessel will admit of a considerable reduction in the thickness of
the planks, how much I must leave to the discretion of the builder, who will
act according to circumstances. The planking would be fastened as usual
with treenails, a I know of nothing better, and as the force of any shock will
not be felt by them (but received on the abuttments), they will of course be
doubly effective; each alternate rib should be bolted to the keel, and the
helson bolted through each of the others and through the keel also. The
thickness of the bolts will be regulated by the weight and tonnage of the vessel;
a vessel of five hundred tons should have the 6 upper bolts within seven feet of
the top in the first 12 or 16 central ribs, that is six on each side of the vessel
to each 1b, and each bolt should require a force at least equal to sixteen tons
to draw it apart; the deck should not have less than bolts. The whole of these
bolts would be best to have strong square-threaded screws, with thick nuts and
plates as large as the timber will admit of, and in those of the decks also
should the iron be thought to affect the compass, a great number of those might
be copper bolts of equal or of adequate strength. It must be understood I
merely mention about the number and strengths of bolts that should be put in
to make a firm and substantial vessel, even before she is planked; but it is
obvious that shipbuilders will exercise their own discretion on that head more
or less, according to circumstances, so that some vessel will be so incredibly
strong that a storm, or even being driven on shore, would have no effect on
them; others would not perhaps build them so strong, but it is certain that
with the same quantity of timber, and a sufficiency of bolts agreeable to the
scale aforesaid, vessels may be constructed on this principle of such increased
strength and stability that to hear of a wreck of one of them would be quite a
novelty With timbers and bolts proportionate, there need be no limit to the
dimensions of vessels constructed on this plan, which is what is much wanting
in steam navigation, the desideratum being a larger and much stronger
vessel.:
4
;
I will now proceed to state my mode of applying the above principles of
combining and uniting the timbers to an improved construction of houses and

page_text: other buildings, principally for those countries which are subject to violent
hurricanes, tornadoes, &c &c. that destroy and overturn their houses and
buildings. To prevent such destruction I propose to construct them of well-
seasoned wood scantling, of any proper dimensions, according to the size of
the buildings; but which buildings I should not propose having at any time
above two stories above the ground with one story below the surface for cellars
only I construct these houses larger on the basement floor and diminish in
size to the top, according to the inclination shewn in Figures 11 and 12.
I should have my scantling all larger at the bottom and smaller at top, as
shewn in the elevation, Fig. 11, not to be less at the top than 7 inches squaro
at any time. The outside timber I bolt together in the same manner as in the
ship, and also the main partition inside, which I also firmly bolt to the
outside fiaming; around which outside framing and partition I bolt beams
for the floors to be screwed to; which floors I construct of 3 or 4 inch
narrow planks, bolted together the same as the other framing. These floors
are also secured firmly to the aforesaid beams on which they rest; which
beams in the upper and best rooms are moulded to appear as cornice round
the angle of the ceiling. The upper floor forms the flat roof, which is just
out of level enough to give a 9 inch fall into the water; the joints are
caulked with oakum, and also all the outside joints of the building, the whole
of which, and the flat also, is then coated a good thickness with Parker's
cement, Hamelin's mastic, or any other equally or more substantial coating.
I then cover the whole of the top with sheat lead, bringing it over the edge of
the roof and turning down the sides about 6 inches, and nailed all round; or
it might be better to lay some thin battens on the flat roof and board it over
with thin boards and then put the lead on that, as that would preserve the
under floor effectually from the effects of the sun and weather. The top and
frame being all of wood, or light ballastrade, or apparent battlements, can
casily be fixed to the top to give it a lighter appearance, and the hurricanes
would only carry away that, as it being only slightly affixed to the frame would
go off without affecting the other part of the house. It will be seen by the
section, Fig 12, that the lower story or collar is below the surface of the earth,
which is fitted in all round it, the lower floor being formed of stout scantling,
about eight inches square, bolted together and secured to the outside frame
and partitions, piles of about ten or twelve feet long are also driven in to the
earth at regular distances all round the outside, and the fiame secured to them,
as shewn in plan. Care should be taken to charr all the timber that go below
the surface of the earth, and also to cover them inside and out with the afore-
said Parker's cement, &c. Buildings on this construction would not be so

page_text: likely to be overturned by the hurricanes, and if they were removed would
only be partially damaged, if at all.
It is not necessary to describe the interior of the building as every practical
builder understands what is requisite there, my improvements tending only to
give strength and security to the carcase of the building; all the above floors
should have a groove in them to admit of a tongue of an inch thickness
at least.
Lastly, I wish it to be understood that I do not claim as my Invention any
particular form of vessels, nor any mode of thickness, striking out the ubs,
or timber; I only claim my improved method of arranging, combining, and
uniting the various ribs and timbers of which the hulls of vessels may be
constructed in such manner as to present the form and resistance of an arch in
every direction to every external shock or concussion to which vessels are liable;
and my improved method of constructing the decks, as before described; and as
respects my improved mode of applying the aforesaid principles of combining
and uniting timbers for the construction of houses and other buildings, as
explained and illustrated by the Drawings, Figures 11 and 12.
In witness whereof, I, the said David Redmund, have hereunto set my
hand and seal, this 28th day of December, in the year of our Loid
One thousand eight hundred and twenty-five
DOWDESWELL.
DAVID (L.s.) REDMUND.
AND BE IT REMEMBERED, that on the Twenty-eighth day of December,
in the year of our Lord 1825, the aforesaid David Redmund came before our
said Lord the King in His Chancery, and acknowledged the Specification
aforesaid, and all and every thing therein contained and specified, in form
above written. And also the Specification aforesaid was stamped according to
the tenor of the Statute made for that purpose.
Inrolled the Twenty-eighth day of December. in the year of our Lord