CERTAIN IMPROVEMENTS IN THE CONSTRUCTION AND APPARATUS OF STEAM BOATS OR VESSELS USED FOR WAR OR COMMERCIAL PURPOSES
Year: 1838

page_text: REDMUND'S SPECIFICATION.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, DAVID
REDMUND, of Wellington Foundry, Charles Street, City Road, in the County
of Middlesex, Engineer, sends greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by
Her Letters Patent under the Great Seal of Great Britain, bearing date
the Tenth day of April, in the first year of Her reign, did, for Herself,
Her heirs and successors, give and grant unto me, the said David Red-
mund, Her especial license, full power, sole privilege and authority, that I,
the said David Redmund, my exors, admors, and assigns, or such others as I,
the said David Redmund, my exors, admors, 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 THE CONSTRUCTION AND APPARATUS OF
STEAM BOATS OR VESSELS USED FOR WAR OR COMMERCIAL PURPOSES;" in which
said Letters Patent is contained a proviso that I, the said David Redmund,
shall cause a particular description of the nature of my said Invention, and
in what manner the same is to be performed, to be inrolled in Her said
Majesty's High Court of Chancery within six calendar months next and imme-
diately 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.
NOW KNOW YE, that in compliance with the said proviso, I shall now
proceed to explain and illustrate my various improvements in construction
and apparatus of steam vessels.

page_text: My improvements in the construction of the vessels are as follows :—
First, in constructing boats for canals and inland navigation of such extra
length and form as will, while carrying the same amount of cargo, cause the
vessel to draw so much less water, and thereby derive an increased rate of
speed with only the same amount of consumption or application of power. At
present the length of the locks is the limit to the length of the vessel. To
remedy this evil, I construct my boats, whether of wood or iron, agree-
ably and in conformity to plan shown in Figure 1, which is, to construct the
centre or body of the boat rather shorter than the length of the lock, such part
being in itself a complete water-tight vessel. I then construct two vessels
about ten or twelve or fourteen feet long (as may be found most beneficial) of
the most approved forms for the head and stern of the boat, which I connect
to the body, as shewn in Drawing No. 1, by a strong joint and strap on each
side, and on the pin or shaft of which I fix a toothed wheel A, which I turn
round by the handle and pinion B, the sizes of the wheel and pinion being so
arranged as to enable the ends of the boat to be speedily raised when entering
a lock, and to be speedily let down and depressed to their level on leaving the
lock. To prevent the ends of the boat (when upright) in windy weather pulling
the boat on one side, I have two iron hollow rods which are jointed a short
distance from one end, and that end goes into a hole in the upright pole C
(as shewn in Fig. 8) in the centre of the boat, and which rods have a small
wheel at the other end to run on the banks of the canal on each side of the
boat when passing through the lock, thus keeping the vessel or boat always in
a perpendicular position, as shewn in the same Figure, while the rods (which
are of hollow iron tubes for strength and lightness) are easily and speedily
taken in to lay on the upper deck when the vessel has passed the lock. The
same Figure shews a cross section of the boat, also the stay rods in action
when passing the lock.
My second improvement in the construction of vessels or boats applied to
those cases where we have one steam tug boat which draws one, two, or more
after it, in which case I construct the head and stern of each boat, as shown
at Figure 2, which, when connected together by the joint pin D, makes the
whole form one continuous boat, so that the resistance to the progress of the
whole is nearly overcome in the first boat. The joint pins are made so as to
be easily taken out when they want to pass through the locks.
My third improvement in the construction of vessels consists in improve-
ments on parts of my patent improvements in ship building, for which I
obtained a Patent in One thousand eight hundred and twenty-six. By that
arrangement of the bolts, which connect the timbers of the vessels (as shown

page_text: in Figure 3), it is seen that, when one timber is annexed to its fellow, the
bolts are fixed in it that are to receive the next timber, and project out for
that purpose, this having been pointed out as inconvenient. I now propose to
use bolts, whose length is only equal to the width of the timber, with a male
screw at one end and a female screw at the other, a longitudinal section of
one of which is shewn, Figure 5. The female screw is formed by having a
hollow hexagonal or octagonal ring with an internal screw through its whole
length, similar to the plan of connecting the small wrought-iron gas pipes
together, only the exterior of mine is hexagonal, or any other form, to admit
of its being screwed on the bolt firmly with a wrench or spanner, and then it
answers for a head to the bolt to enable them to screw each timber up firmly
in its place. Figure 4 shows four timbers connected by such bolts, and the.
same Figure shows a mode of attaining the same ends by means of dove-
tailed pieces or plates bolted firmly to each of the timbers, and then with a
double dovetail key F drove in, firmly unites the two timbers together.
My fourth improvement consists in constructing the bottom of the vessel, as
shewn by the red lines d, d, d, d, Figure 9, to admit of the extreme under
edge of my propeller paddles not projecting beyond the face of the planking,
such channel ways to continue from the propeller in an horizontal line until
it dies away or is lost in the upward slopes of the stern so as to allow a clear
waterway from the paddles. The channel way is not in the fore part of the
vessel, but only continues from the propeller to the stern. If it should be
thought more advantageous, the channel could be continued from end to end
of the vessel, or the vessel may be constructed with three keels, as shewn by
dotted lines, Figure 9, in which case, as the channel would be formed by the
keels, the extremity of the paddles might be brought within a short distance
of the under surface of the keel. By this method the top of the propeller
case would be brought that much lower in the inside of the vessel, and the
room saved might be found advantageous. The hole to be cut or left in the
bottom of the vessel will require to be regulated by the size of the outside
casing at that part where the ledge is, by which the propeller will be screwed
down on its iron frame, which iron frame is bolted to the vessel, and has a
rebate formed in it for the ledge of the propeller case to drop into, which
ledge can then be caulked all round to make all water-tight.
My fifth improvement in the construction of vessels or steam boats is in the
form of the ribs and mode of finishing the joints or seams of such vessels or
boats as are constructed of iron. In such vessels my ribs and cross connec-
tions would be of the sectional forms shewn at Figure 7, which Figure also
shews one of them with the sheet iron rivitted to it. Figure 6 shews it

page_text: finished; the edges having been caulked down on the bevelled ends of the plate,
forms a perfectly level service, presenting no obstruction in its passage through
the water, while the caulking down the edges of the fillet on the bevel edges
of the plate forms one continual rivet along all the rivetted joints, which pre-
vents and protects all the other rivets from being subjected to so much
strain from any sudden shocks which are liable to cause the heads of the rivets
to give way. But this plan greater neatness, strength, and security is insured,
and a perfectly even surface is obtained, free from any projections; for, to
receive and secure the longitudinal seams, in like manner I dovetail pieces of
these ribs into the upright ribs, letting the back or inside of the horizontal
rib run up to the back of the vertical rib, and bend back against it about an
inch and half to admit of a rivet through it, to connect it (the longitudinal cross
rib) with the upright or vertical ones. See Figure 10.
pro-
My improvements in the apparatus of steam vessels consists:-First, of
an improved propeller applicable to inland or foreign navigation, which
propeller is constructed to act or work when completely immersed under
water at any depth; consequently I can affix them to the bottom of the
vessel, thus doing away with the unsightly and inconvenient effect of
having them outside the vessel. As in canal boats. I think it will be
most economical and convenient to have only one propeller, I have shown a
vertical cross section of such boat, with propeller fixed in it, as shewn at
Figure 12, the whole inclosed in an air-tight case; and as on canals I consider
it the most economical method to keep the case at all times full of water, I, by
means of an air pump continually worked by the engine, withdraw the air
from the upper part of the case, so as to cause the water to rise in it to the
top and remain there. The same Figure, being also a sectional view of the
peller across the boat, shews the external casing and internal paddle-frame, and
whose centre is an air-tight drum between the two circular plates d', d', d, d³,
and on the edges of which circular plates are the plummer blocks b, b, b, b,
formed, in which the ends of the paddle shafts work. The red shading shews
the paddle and shaft, and to it attached the cranked ends, on which ends are
fixed the pulleys ffff, which, by running on the railway, which is formed of
two semicircles and two segments of concentric circles, cause the paddles to
assume the position shewn in Drawing, Figure 11, when they come within
the level of the under side of the boat, but causes them, when below the
bottom of the vessel, to assume what I conceive to be the best position for
propelling boats on canals, and will be equally effective at sea. The paddle
plates are sheet iron, bent to the exact curve of the centre line of the upper
part of the railway, and are then scrowed or bolted on the paddle shaft and.

page_text: arms, (as seen in the Drawing, Fig. 11,) which arms were previously bent to
the same sweep, so as to offer little resistance in passing through the upper part
of the case when filled with water. To prevent any unpleasant noise from the
pulleys running in the railroad, the semi-concentric rings are cast separate
from the outer case, and, when screwed to it, have lead washers underneath,
which, keeping the ring from contact with the case, causing it to have water
all round it, consequently there can be very little noise. The same Figure is
a section of the propeller taken the longitudinal way of the boat, showing the
form of the railway in which the pulleys at the end of the paddle shaft crank
levers travel, and also shews the position of each paddle, with its cranked arins
and pulleys when the lower paddle is at its centre in full operation. I have only
drawn four paddles, but there may be any number that may be found to work
advantageously. The pink lines d', d', d', d', shews the circular air-tight drum
in the contre of the propeller, which has a tendency to keep the boat more
buoyant; the ends of the drum are the circular plates, on whose edges the
paddle shaft plummer blocks are formed. E, E, E, E, is a strong wrought iron
plate fixed on the cast iron toothed ring W, W, W, W, which works in a groove
formed near the extreme edge of the external case, and which, by means of the
small pinion G, is, when required, moved round to the under open surface of the
propeller case, so as to completely close in the propeller from the external water,
and which is made still more secure and water-tight when the long stuffing boxes
H, H, which extends the whole width, are screwed down tight on its surface;
then, the water being pumped out of the propeller by the engine, any repairs
can be performed on the paddles that may be required, as when the top part of
the exterior casing is unscrewed, any of the paddles can be taken out and
repaired, or others put in, which when done, and the top plate screwed on
again, and water pumped in, the plate can be moved back again, and all put
at work without the necessity of putting the vessel into dock. This circular
plate is not required on canals, but only in those vessels in which the level of
the water is above the top of the propeller case, and will be very useful in
shutting off the paddle wheel when they have plenty of wind.
My improvements in the apparatus of steam boats consist in an improved
arrangement of furnace to put under my boilers as at present constructed, and
which is applicable to many other boilers; and also of improved methods of
steam metallic stuffing boxes for piston rods, and which are also applicable as
steam pistons; and also a metallic stuffing box (see dotted lines, Figure 17,)
to supply oil to horizontal piston rods under steam of the highest pressure;
and also in having all my high-pressure cylinders cast with an air-tight casing,
through which casing I cause to pass all my eduction steam for the purpose of

page_text: keeping the cylinders from cooling from atmosphere. I also have an indicator
fixed on the boiler in such a position that when the steam in the boiler gets
higher than the settled working power, and the valve should from some cause
not act, the top of the piston rod of the indicator shall rise the lever of the
valve, and also set off or cause an alarm bell or other noise to be created to
give notice of the rise in the steam beyond the working power, and thus by
timely notice prevent injury. And as a giving way in the flat water tank
would be productive of a great loss of time and inconvenience, I have a pipe
leading from it to the outside of the vessel, and a valve loaded to the required
working pressure, or a few pounds higher than the steam valves, which valve,
not being acted upon by any variation of temperature, may be depended
on; and I also make the working of that valve give notice by an alarum that
the steam is above the working pressure, and that the valves will not act.
My improvements in the arrangement and construction of the furnaces or
fire-place to boilers consist in improvements on the plan of a boiler patented
by John Moore, of Bristol, in One thousand eight hundred and twenty-four,
which consisted of arranging a series of tubes in a circular form, the upper and
lower ends of which tubes were connected with a large circular ring or
chamber at each end, and the water was supplied from an external circular
chamber surrounding the aforesaid tubes, and fixed near the top of the
chamber. I purpose arranging the tubes for constructing my fire-place of a
circular or elliptic or oval form externally, and insert or connect the lower ends
of such tubes with and into a strong metal water tank underneath, into which
pump the water, which rises up and fills the tubes, and from them ascends
into any boiler which may be placed over them. The upper parts of each
tube are connected with each other by small bent tubes, as shewn in the
Drawing of the furnace, Figure 18, which tubes are connected at their centre
by an union joint. On the top of these pipes, and rising above the vent
tubes, I place and secure a solid iron frame, on which frame I place the
boiler; and by means of one, two, or more pipes from any of these tubes
composing the fire-place I convey the water into the upper boiler. Each of
the pipes composing the fire-place are made about four inches or four and a
half inches diameter, and at the lower end are tapered from the top of the
furnace bars down to about one inch and a half externally at bottom, so as to
be enabled to screw them into the bottom tank plate without weakening it too
much, and to admit air between the pipes to the fire-bars; or by putting a
flange on the one and a half inch end of pipe, I can then secure the pipes to
the tank by the flange. The tank at the bottom I propose to make from
three to four inches deep in the clear inside, and I use thick wrought iron

page_text: plate for the purpose in proportion to the pressure I intend to have the
steam, and I secure the plates together by strong bolts or rivetts, having a
strong iron ring washer between them to enable them to be rivetted firmly down
on it, and I increase the number of bolts in proportion to the pressure I intend
to work it, say, for two hundred pounds to the inch I should have a plate
of an inch thick, and bolts five and a half inches apart over the whole
surface, and so in proportion according to the pressure I work at. When the
boilers and furnaces are required larger than usual in a single boiler, I should
introduce one or more rows of tubes to divide the furnace into two or
three compartments, if necessary, so that opening one furnace door would
not so much affect the generation of the steam as if all were in one
furnace. Figure 18 is also a front elevation, and Figure 14 a horizontal
section, of such fire-place, which I enclose in a casing of sheet iron, to which
I hang the fire-door. I have holes and plugs to let out any sediment in edges
of tanks.
My improved stuffing boxes for the piston or other rods of high-pressure
engines are shewn in Figures 15, 16, 17, 18, & 19.
Figure 15 shews one of the two internal rings which are cut in half, and
connected together at the joints by steam-tight grooves and tongues. There
are two of these internal rings so placed as to cross the joints of each other;
and there are two outside rings in one piece, which two outside rings are
connected together by four small bolts, two of which are shewn at Figure 16.
The bolts are let in about one sixteenth of an inch into such outer ring, and
then such other ring is screwed to them bolts by the small screw, see
Figure 16, which is tapped into the ends of the bolts. The space left between
the two rings is just large enough to admit the two cut rings when the bolt
holes are bored in them, and when the faces are all ground smooth, so as to
be steam-tight, yet capable of being moved by the springs which are affixed
on opposite sides of each half ring. Thus prepared, the interior is then bored
out, and ground on the piston rod, and the underside of the bottom ring is
then ground on to the bottom of the box in which it is to go, and it is then,
with its springs, pressed into the circular box which is prepared in the lid of the
cylinder or box through which the rod passes, which box is of such size as
requires the springs to be compressed to get them, when the springs will press
the four half-circle rings on the four sides of the rod, and keep it perfectly
steam-tight. Figures 15 and 16 are two views of it.
Figures 18 & 19 shew a stuffing box for a similar purpose, and prepared in
a similar way, only in this the two centre rings are not cut, but have springs
affixed to them at the opposite side of each ring, which causes the two rings
to be pressed steam-tight against the opposite sides of the piston rod. to the

page_text: extent of a semicircle, which I have found keeps them steam-tight. Either
of those plans are also applicable to make metallic pistons for steam engine
and other cylinders requiring metallic pistons only. For those purposes the
exterior edges of the ring has to be turned to the size of the cylinder, and the
springs are fixed from the inside in any of the ways well known to engineers.
The rings are put together and ground just the same as in the stuffing boxes.
Figure 17 (the dotted lines) shews an external stuffing box to enable me
to keep a regular feed or supply of oil on tho piston rod under any increased
pressure of steam, whether the cylinders are horizontal or vertical.
Having now described my improvements in the construction and apparatus
of steam vessels in such a manner, elucidated and illustrated as they are by the
Drawings, being principally facsimilies of the Drawings by which the work
has been executed, it will be evident that any competent workmen will be
enabled to do the same, I will now state what I claim as my Improvements in
the construction and apparatus of steam vessels, that is to say :-
I claim the principle and method of lengthening the boats that have to pass
through locks, as described; and also I claim the principle and method
described of connecting several boats together, so as to have little increase of
resistance beyond what the first boat meets with; and I claim its application
for all other waters beside canals.
I claim the plan of bolts and dovetail plates, as illustrated in Figures 4 and
5, for connecting timbers or planking for ship or boat-building purposes, and
for such other purposes as they may be applicable.
I claim the construction of channel ways and openings on each side the
keel in the bottoms of vessels for my propellers that act under water, as shewn
in Figure 9 in the red dotted lines; as also the application of three keels, as
shewn by dotted lines in the same Figure, to form channels for the same purpose.
I claim also the methods in all cases of propellers that require openings and
channels, and act under the bottoms of vessels wholly immersed in water.
I claim also the method of applying iron ribs to iron vessels, and also of:
using them so as to have all the seams of a perfectly even surface.
I also claim the application of such formed iron to other purposes.
I also claim the combination of means and methods, as illustrated in
Drawings Figures 11 and 12, for the purpose of propelling ships and boats
through the water.
I also separately claim the principle and method of keeping the propeller
case full of water when the case is partly above the level of the water.
I also separately claim the method described of fixing the semi-concentric
rings on the external case, so as to be insulated by water to deaden the sound.
I also separately claim the air-tight drum in the centre of the propeller.

page_text: I also separately claim the method of inclosing the paddles from the water,
and emptying the case for the purpose of repairs.
I separately claim the plan of altering the position of the paddles by a
semi-concentric railway or grooves for the guiding wheels on the crank arms
to run in.
may find
I also claim all such variations in the position of the paddles as I
requisite, and may be obtained by means of a semi-concentric groove or railway.
I also separately claim the methods described, by which I am enabled to
cause the paddle to pass through the upper part of the case without much loss
of power.
I claim the methods, as shewn in the Drawing Nos. 15, 16, 17, 18, and
19, of my improved stuffing boxes as described; and I claim their application
to other purposes in steam vessels.
I also claim the principle of making the indicator give notice of increase of
pressure in the boiler, and also the water pipe and valve for the bottom of the
boiler for the samo purpose, and the plan of making the eduction steam pass
through the air-tight casing round the cylinder.
I claim the improved fire-place or furnace, with a bottom tank, as described,
and as illustrated in Figures 13 and 14; and I separately claim the mode of
tapering the bottom parts of the tubes to admit air to the ash-pit, and the
method of uniting the tops by bent pipes and union joints and the lower part
to the water tank.
I also claim the method of keeping the boat upright while going through
the lock.
In witness whereof, I, the said David Redmund, have hereunto set my
hand and seal, this Tenth day of October, in the year of our. Lord
One thousand eight hundred and thirty-eight.
DAVID (L.S.) REDMUND.
AND BE IT REMEMBERED, that on the Tenth day of October, in the
year of our Lord 1838, the aforesaid David Redmund, came before our said
Lady the Queen in Her Chancery, and acknowledged the Specification afore-
said, 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.