IMPROVEMENTS APPLICABLE TO NAVIGABLE VESSELS
Year: 1858

page_text: LETTERS PATENT to Henry Jordan, of Liverpool, in the County of
Lancaster, Ship Builder, for the Invention of "IMPROVEMENTS APPLICABLE
TO NAVIGABLE VESSELS."
Sealed the 20th May 1859, and dated the 20th November 1858.
PROVISIONAL SPECIFICATION left by the said Henry Jordan at the
Office of the Commissioners of Patents, with his Petition, on the 20th
November 1858.
I, HENRY JORDAN, of Liverpool, in the County of Lancaster, Ship Builder,
do hereby declare the nature of the said Invention for "IMPROVEMENTS
APPLICABLE TO NAVIGABLE VESSELS," to be as follows (that is to say):-
This Invention relates to improvements in the construction of the hulls,
masts, yards, and other spars, trusses, and portions of the standing rigging,
and in an improved arrangement for the ventilation of navigable vessels. The
hull of an iron vessel constructed according to this Invention is divided
longitudinally into two equal parts by a water-tight mid-feather or bulks-head,
which runs fore and aft, and forms the keel, stem, stern post, and keelson,
strengthening plates being placed on each side of the keel, and stringers of
angle iron with the flanches turned up are secured on each side of the
5 longitudinal bulks-head opposite the upper and lower deck beams. The
deck beams are placed in a diagonal direction, the upper and lower deck

page_text: beams being placed in opposite directions, and are rivetted at one end to the
angle iron and the midfeather, and at the other to stout plates which run round
the ship for the purpose, and which also forms the water-ways. By this
arrangement the deck beams are formed in two lengths, being divided amid-
ships at the midfeather. In some cases it might be preferred not to carry up
the midfeather above the lower deck. The vessel is constructed with a
longitudinal frame, forming buttock and bow lines, or ribbon lines, to receive
the laps of the plates, and to which they are rivetted. It is also preferred to
introduce two or more sister box keelsons on each side of the mid-feather, and
running the whole length of the vessel, and an internal transverse framing
formed of inverted T-shaped iron, placed, say, from two to four feet apart to
receive the ceiling, which is held in its place by small flanges formed on each
side of the centre rib of the T-iron. As light is a great desideratum,
it is proposed to substitute stout glass in suitable wood or metal framing
for one of the deck planks on each side of the midfeather. If desired,
a vessel constructed according to this Invention may be planked vertically
or diagonally with wood, in place of being plated with metal, in which
case the longitudinal framing is diagonally braced with flat iron strap or
plates. In constructing wooden vessels according to this Invention, iron or
wood may be used in the construction of the midfeathers for wooden ships,
and wood may be used to form the longitudinal frame, and which can be
planked either vertically or diagonally. By the latter arrangement a great
saving would be effected in the construction of wooden vessels, as they can be
constructed almost entirely with straight grown timber, and the outer, vertical,
or diagonal planking may run from side to side right under the bottom of the
vessel, in which case the keel will have to be placed on after the vessel is
planked.
The improvements in masts, yards, and other spars, relates to those formed
of tubular iron or steel, and consists in forming them in suitable and con-
venient lengths, and attaching them together by flanched or socket joints, or
both, for the convenience of stowage, or being carried on deck; also for the
purpose of letting the masts overboard in cases of emergency, and by which
arrangement one-half of a yard may be used as a topmast, jibboom, or other
spar. When these improved jointed yards are carried as spare yards in ships
with wooden masts, it is proposed that they should be placed vertically on the 3
fore part of the lower masts, and used as ventilating shafts, by placing the
flange on the top of small combings on the deck, to which it is secured by
screw bolts through the flanch. These improved masts, yards, and other spars
may be formed of smooth iron as now used, but it is preferred to form them'

page_text: of corrugated metal for the sake of strength. The improved truss is formed
of a straight bar of iron, steel, or other metal, jointed to the mast, so that it
has an horizontal motion, and the outer end which is round is passed through
a hole in the centre of the yard, and upon which the yard can be peaked or
turned. There is a collar or shoulder on the truss bar abutting against the
after side of the yard to prevent it falling in to the mast, and a loose collar
and pin are fitted on the fore side to prevent the yard being unshipped when
in use. When this improved truss is applied to double topsail yards, it is
formed with a supporting bracket, as the ordinary slings cannot be applied to
double topsail yards.
The improvement in standing rigging consist in substituting single straight
bars of steel, "puddled steel," or "homogeneous metal," in place of the
hempen or wire rope now used for that purpose. When these improved
metallick 'shrouds or stays are used with iron or steel masts, they will be found
to answer well, as the rigging will expand and contract with the masts.
The improvements for the ventilation consists in introducing a series of
perforated pipes or tubes of wood or metal, running round the vessel below
the deck beams, and in various directions over the ship and berths in troop or
emigrant vessels; these pipes are carried to and open out into the interior of
hollow masts, which masts below the cap are provided with openings fitted
with closing slides that may be worked from the deck of the vessel.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Henry Jordan in the Great Seal Patent Office on the 20th
May 1859.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, HENRY
JORDAN, of Liverpool, in the County of Lancaster, Ship Builder, send
greeting.
WHEREAS IIer most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twentieth day of November, in the year of our Lord
One thousand eight hundred and fifty-eight, in the twenty-second year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me,
the said Henry Jordan, Her special licence that I, the said Henry Jordan,
my executors, administrators, and assigns, or such others as I, the said
Henry Jordan, my executors, administrators, and assigns, should at any time
agree with, and no others, from time to time and at all times thereafter
during the term therein expressed, should and lawfully might make,

page_text: use, exercise, and vend, within the United Kingdom of Great Britain
and Ireland, the Channel Islands, and Isle of Man, an Invention for
"IMPROVEMENTS APPLICABLE TO NAVIGABLE VESSELS," upon the condition
(amongst others) that I, the said Henry Jordan, my executors or ad-
ministrators, by an instrument in writing under my, or their, or one of
their hands and seals, 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 Henry Jordan, do hereby declare
the nature of my said Invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the
following statement, reference being bad to the accompanying Drawings
and the letters and figures marked thereon (that is to say):-
This my said Invention relates to improvements in the construction of the
hulls, masts, yards, and other spars, trusses, and portions of the standing
rigging, and in an improved arrangement for the ventilation of navigable
vessels. To construct the hull of an iron vessel according to my Invention, I
divide it longitudinally into two equal parts by a watertight midfeather or
bulks-head, which runs fore and aft, and forms the keel, stem, stern post;
and keelson, strengthening plates being placed on each side of the keel; and
stringers of angle iron with the flanches turned up are secured on each side of
the longitudinal bulks-head, opposite the upper and lower deck beams. The
deck beams are placed in a diagonal direction, the upper and lower deck
beams being placed in opposite directions, and are rivetted at one end
to the angle iron and the midfeather, and at the other to stout plates which run
round the ship for the purpose, and which also form the water ways. By
this arrangement the deck beams are formed in two lengths, being, divided
amidships at the midfeather. In some cases I prefer not to carry up the
midfeather above the lower deck, or in some case (particularly in small
vessels) it is desirable to dispense with the midfeather or a portion thereof,
in which case I form a large box keelson with a mid-feather running vertically
up from the keel, and which also forms the keel, and divides the interior
thereof into two chambers. The outer sides of this two chambered box
keelson spring from the upper edges or laps of the garbord streaks, and
the top is closed in by plates on each side of the dividing plates. The vessel
is constructed with a longitudinal frame forming buttock and bow lines, or
ribbon lines to receive the laps of the plates, and to which they are rivetted.

page_text: I also prefer to introduce two or more sister-box keelsons on each side of the
midfeather, and running the whole length of the vessel, and an internal
transverse framing formed of inverted T-shaped iron is placed, say, from two
to four feet apart, to receive the ceiling, which is held in its place by small
flanches formed on each side of the centre rib of the T-iron. As light is a
great desideratum, I propose to substitute stout glass in suitable wood or
metal framing for one of the deck planks on each side of the midfeather. If
desired, a vessel constructed according to my Invention may be planked
vertically or diagonally with wood, in place of being plated with metal, in
which case the longitudinal framing is diagonally or vertically braced with:
flat iron straps or plates. In constructing wooden vessels according to my
Invention, I use iron or wood in the construction of the midfeathers for wooden
ships, and wood may be used to form the longitudinal frame, and which can
be planked either vertically or diagonally. By the latter arrangement a great
saving in the cost is effected in the construction of wooden vessels, as they can
be built almost entirely with straight grown timber, and the outer, vertical, or
diagonal planking amid-ships may run from side to side right under the
bottom of the vessel, in which case the keel will have to be placed on after
the vessel is planked and caulked.
My improvements in masts, yards, and other spars relate to those formed
of tubular iron or steel, and consist in forming them in suitable and convenient
lengths, and attaching them together by flanched or socket joints, or both, for
convenience of stowage or being carried on deck, also for the purpose of
letting the masts overboard in cases of emergency, and by which arrangement.
one-half of a yard may be used as a topmast, jib-boom, or other spar. I₁
prefer to manufacture these improved yards in about six or seven feet lengths,.
reducing their diameter from the centre of the yard, and inserting the inner
end of the outer length into the inside of the outer end of the inner length,
by which arrangement the riveting may be performed on a mandril, and the
rivets. inserted from the outside. When my improved jointed yards are
carried as spare yards in ships with wooden masts, I propose that they should
be placed vertically on the fore part of the lower masts, and used as ventilating.
shafts by placing the flange on the top of small combings on the deck, to,
which it is secured by screw bolts through the flanch. My improved masts,
yards, and other spars may be formed of smooth iron as now used, but I prefer.
to form them of corrugated metal for the sake of strength. My improved.
truss is formed of a straight bar of iron, steel, or other metal, jointed to the,
mast, so that it has an horizontal motion, and the outer end which is round is:
passed through a hole in the centre of the yard, and upon which the yard can.

page_text: be peaked or turned. There is a collar or shoulder on the truss bar abutting
against the after side of the yard to prevent it falling in to the mast, and a
loose collar and pin are fitted on the fore side to prevent the yard being
unshipped when in use. When my improved truss is applied to double top-
sail yards, it is formed with a supporting bracket, as the ordinary slings
cannot be applied to double topsail yards.
My improvement in standing rigging consists in substituting single straight
bars of steel, "puddled steel," or "homogeneous metal," in place of the hempen
or wire rope now used for that purpose. When my improved metallick
shrouds or stays are used with iron or steel masts, they will be found to
answer well, as the rigging will expand or contract with the masts.
My improvements for the ventilation consist in introducing a series of
perforated pipes or tubes of wood or metal running round the vessel below
the deck beams, and in various directions over the ship and berths in troop or
emigrant vessels; these pipes are carried to and open out into the interior of
hollow masts, which masts below the cap are provided with openings fitted
with closing slides that may be worked from the deck of the vessel.
That this my said Invention may be the more readily seen and understood,
I have hereunto annexed Drawings of so much of the same as will be necessary
to illustrate its practical application. Like letters and figures marked thereon
have reference to similar parts.
Figure 1 is a side elevation of the frame of a wood ship of about 1,824 tons,
carpenter's measurement, drawn on a scale of 1 of an inch to the foot, and
shown as partially planked vertically, and also the vertical iron straps on the
outside of the longitudinal frame. Figure 2 is a midship section of the same,
showing the fore and aft midfeather carried up to the main deck. Figure 3
is an upper deck plan of an iron ship, showing the fore and aft mid feather
carried to the upper deck, and the mode of placing my improved diagonal
deck beams. I may here remark that I place the lower deck beams at a
reverse angle to the upper deck beams. Figure 4 is a midship vertical section
of the same, showing the improved longitudinal frame formed of Z-shaped
iron, to the lower limb of which the longitudinal lap joints of the plating is
riveted. Figure 5 shows (on an enlarged scale) a portion of the external
plating of the vessel, having longitudinally a double row of rivets, which pass
through and connect the plates to the longitudinal Z-shaped iron framing.
Figure 6 exhibets a vertical cross section of one of my improved double
chambered box keelsons, also on an enlarged scale. Figure 7 is a section of
a ship, and shows an elevation of one of my improved jointed masts and my
improved steel shrouds, also my improved ventilating pipes in the body of the

page_text: vessel, and which open into the interior of the mast. Figure 8 is a top view
of one of my improved jointed metalic yards, and the truss bar upon which it
swivels. Figure 9 is one of my improved yards disjointed in the centre, one-
half of which is converted into a topmast by the addition of the wooden piece
inserted into the wide open end, and which forms the portion of the mast
between the top and the cap. Figure 10 is a side view of one of my improved.
trusses for a double topsail yard.
A (Figure 1) is the longitudinal framing, which is composed of timber
about 12 inches square, and placed, say, one foot apart; B, the vertical iron--
straps, placed on the outside of and bolted to the longitudinal frame; C, the
vertical planking, which amidships is carried right round under the bottom of.
the vessel; D, the midship feather or fore and aft water-tight bulks-head, which
at Figure 2 is shown as ending at the main deck, and at Figures 3 and 4 it is
seen carried to the upper deck; E (Figure 3), diagonal deck beams of the
upper deck, the lower deck beams being placed at reverse angles; F (Figures
4 and 6), the Z-shaped iron longitudinal framing, to which the laps of the
plates are attached by a double row of rivets; G (Figure 7) shows the
position of the ventilating pipes or passages which open into the interior of
the hollow mast; H (Figure 7), my improved jointed hollow iron mast, which
is attached together by means of screw bolts and nuts, and flanch, or flanch
and socket joints at h and h', and h² shows the position of the draught opening
at the back of the head of the mast; I (Figure 7), my improved steel shrouds;
K (Figure 9), a wooden heel inserted into the open end of one-half of
one of my improved jointed yards, for the purpose of converting it into a top
mast.
Having now fully described and ascertained the nature of this my said
Invention, and how I believe the same may be best carried out, I wish it to
be understood that I do not confine myself to the precise details or dimensions,
as they may be considerably varied without departing from the Invention; but
what I claim is,-
Firstly, the construction of ships or vessels with a longitudinal frame of
wood, and also planking and strapping such vessels vertically or diagonally,
substantially and in the manner herein-before described, or any mere modi-
fication of the same.
Secondly, the construction of iron ships or vessels with a longitudinal iron
framing, substantially and in the manner as herein-before described.
Thirdly, the construction of ships or vessels with the fore and aft bulks-
head, substantially and in the manner herein-before described.

page_text: Fourthly, the use of deck beams in two lengths, substantially and in the
manner herein-before described.
Fifthly, the application of the double chambered box keelson, as herein-
before described.
Sixthly, the construction of metal masts and yards with flanch or socket, or
flanch and socket joints, so that the several parts may be attached or detached
at pleasure by means of screw bolts.
Seventhly, the use of steel bars or rods as a substitute for the usual iron
rope standing rigging for navigable vessels.
Eighthly, the use of perforated hollow tubes in combination with and
opening into hollow masts, substantially and in the manner herein-before set
forth.
Ninthly, the use of glass as a substitute for one or more of the deck planks,
as herein-before described.
And, lastly, the general combination and arrangements of parts herein-
before described when applied to navigable vessels.
In witness whereof, I, the said Henry Jordan, have hereunto set my
hand and affixed my seal, this Nineteenth day of May, in the year
of our Lord One thousand eight hundred and fifty-nine.
Witness,
WILLIAM WALKER,
of 44, Castle Street, Liverpool.
HENRY (L.S.) JORDAN.