CERTAIN IMPROVEMENTS IN SHIPPING GENERALLY, AND IN STEAM VESSELS IN PARTICULAR, SOME OF THESE IMPROVEMENTS BEING INDIVIDUALLY NOVEL AND SOME THE RESULT OF NOVEL APPLICA- TION OR COMBINATION OF PARTS ALREADY KNOWN
Year: 1839

page_text: _ TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
BARNETT HUMPHREYS, of Southampton, Civil Engineer, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the Tenth day of October, in the third year of Her reign, did,
for, Herself, Her, heirs and successors, give and grant unto me, the said John
Barnett Humphreys, Her especial license, full power, sole privilege and
authority, that I,. the said John Barnett Humphreys, my exors, adiñors, and
assigns, or such others as I, the said John Barnett Humphreys, 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 SHIPPING GENERALLY, AND IN STEAM VESSELS IN PARTICULAR, SOME OF THESE
IMPROVEMENTS BEING INDIVIDUALLY NOVEL AND SOME THE RESULT OF NOVEL APPLICA-
TION OR COMBINATION OF PARTS ALREADY KNOWN;" in which said Letters Patent is
contained, a proviso, that I, the said John Barnett Humphreys 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 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
John Barnett Humphreys, do hereby declare that the nature of my said Inven-
tion, and the manner in which the same is to be performed, are particularly
described and ascertained in and by the following statement thereof, reference
being had to the Drawings hereunto annexed, and to the figures and letters
marked thereon (that is to say) :-
The first improvement relates to "deck fastenings" by a novel mode.
Instead of fastening through the deck from the top into the beams, I fasten
through the beams or their. substitutes into the deck, and by the ends the
fastenings being below the upper side or surface of the deck, I avoid the
numerous opportunities for " weeps," which after a time holes through the
deck to allow of the passage of fastenings of any kind heretofore used offer,
thereby avoiding also the consequent deterioration of both deck and beam. I
find a screw the most convenient fastening, and to ensure precision, especially
as the distance the screw shall enter the deck, I use a peculiar set of bits for
boring the holes (see Drawings 1, 2, 3). The operation is as follows:-The
place for the plank is first lined on the beams, and the fastenings marked; the
beam is then bored through from the top side with the bit No. 1, the plank
being then laid in its place and clamped down close on the beams, the centre-bit
No. 2, with a pin fitting the first hole, and of a length suited to the screw, is
sent in from the under side until the pin stops against the plank; it is then
withdrawn, and the bit No. 3 sent in until the stop on it comes in contact with
the shoulder left by the preceding centre-bit. Thus the deck cannot be pierced
through, and the object of this novel fastening thereby defeated. An inspec-
tion of the bits will show how the essential concentricity of the holes is
preserved without trouble. In forming the screw it is desirable that the
centre portion of the part screwed be a cone rather than a cylinder, the helix,
though otherwise similar to a common wood-screw, being wound on a cone
instead of a cylinder. I prefer a cheese-head for the screw, with a thin
punched washer under it rather larger than the head. (Note, to save time in
the work, let the washer just jamb in the centre-bit hole.) I generally make
the length of the screw such as shall just admit of the heads being buried in
the shallowest-beam or-its-substitute,-so that they may be hid by a thin-lining-
board; of course the heads will by this method be sunk into the deeper beams,
but it simplifies the work, and removes the chance of mistakes which might arise
in using various sets of bits (in the same deck) to suit different depths of beam.
By fitting the bits into braces and letting four apprentices follow one another
in succession, the work is done both expeditiously and economically, all guaging.
of the holes being superseded. In cases where great depth of beam or other

page_text: circumstances make it desirable not to pass the deck fastenings up through the
beams, I bolt or otherwise fasten a kant timber (see K, section No. 4,) to the
side of the beam, and let the deck fastening go through that; in other cases
angle iron, similar to such as boiler-makers use, is more convenient; when I
use either cheese-headed, common counter-sunk, or square-headed screws, or
other fastening for the deck; or, lastly, in lieu of either kants or angle iron, I
use strips of iron or other metal of a width and strength adequate to each deck
fastening, but formed into an L shape (see L, section No. 4), the long leg
being nailed or otherwise fastened to the beam, and the short leg by taking the
deck fastening.
The next improvement relates to the fastening of the plank sheer in iron
vessels. I run an angle iron round the outside of the plate at the sheer line
(see cross section, No. 5). The vertical holes in the angle iron I place three
inches apart, more or less, according to circumstances, putting holding-down
screws, nails, or bolts (see A) through every other hole for the plank sheer, and
a nail or other fastening through each remaining hole to hold up the wooden
"fender strake.
The next improvement relates to the sliding keels introduced into the Royal
Navy about one thousand seven hundred and eighty-nine, by Captain Shank.
In the first place, I improve them by bearding them fore and aft ways under
water, see cross section, No. 6; again, I pass the bolts right through, in pre-
ference to Captain Shank's method; the bolts may then be slighter, and being
placed in the centre of thickness of the keel plank they injure the strength but
little, and even that little may be more than redeemed by increasing the thick-
ness of the keel by the diameter of the bolt, the resistance to the keel's passage
through the water being still less than when fitted in the mode proposed by.
Captain Shank, in consequence of the bearding of the keel. I furthermore
reduce the resistance and also the weight of the keel, by tapering lengthwise
the thickness of that part of the keel which can be protruded below the bottom
of the vessel. The bearding and tapering I claim as novel.
I next improve the sliding keels by making them of cast or wrought iron or
other metal instead of wood. Where strength is required and great weight
objectionable, I rivet or otherwise fasten two or more plates together with a
space between, see horizontal cross section, No. 7, of the sliding keel, with
short stays or ribs between, in cases where a large surface makes such addition
necessary.
A further improvement in relation to the keels consists in making the trunk,
through which the keels pass, of iron or other metal (no matter whether the.
keels themselves be of metal or wood), thereby saving a great deal of space,.

page_text: "
and reducing the chances of leakage. To effect the junction of the trunk with
the main fixed keel in a wooden vessel, I make the fixed keel and keelson
wider than usual, so as to admit of the slot for the sliding keel without weak-
ness, and bolt the floor ends between the true keel and keelson, having first
stopped the trunk for the sliding keel direct on the fixed keel with an angle'.
iron running round the trunk and screwed to the fixed keel, interposing either
felt or caoutchouc, which latter I prefer in a warm climate; immédiately above¹
the keelson another angle iron runs round the trunk, with a strip of plate rivetted
under it on each side. This plate I make wide enough, not only to take the
keel and keelson bolts, but also to take an additional bolt or two through the
floor heels, putting a filling piece of wood under the plate (see cross section,
No. 8). In iron vessels the connection is still more simple, but it is not on
the mode of connection that I lay a stress, but on making the trunk of iron
or other metal, instead of the wooden trunk used by Captain Shank. A móde
of working the keels, which is novel as regards the adaptation, I also claim; down
the centre of the keel K (see No. 9). I cut the slot b. six inches wide, more™
or less, according to the size of the keel, through that part of the keel which
remains inboard when it is lowered to its extreme depth below the vessel's
bottom. I then put the keel in its place, with its lower edge level with the
bottom of the vessel, and fix a roller in the keel trunk at a height that just
leaves room for a chain to pass between the roller and the bottom of the slot
in the keel. On the deck I place a crab, with its barrel nearly plumbing the
centre of the sliding keel, and leaving room between the sides of the crab for.
the keel to pass up between them through a slot in the deck in shallow vessels,
or up to the deck in deeper craft. The crab barrel is simply a small shaft
carying a suitable pinion (I generally use a pinion with five or six leaves
forged on the shaft for the sake of compactness, but it is not essential); round
this pinion and round the 'roller I pass an endless chain, the links of the chain
fitting over the leaves of the pinion; a flat chain I find preferable. One link,
or a part of this chain, is also secured to the sliding keel K, on one side of the
slot, at the upper end, so as to suspend the keel in equilibrium, with all its
sides plumb'd. The pinion is' worked by a winch handle direct, or, where the
weight of the keel is considerable, by an intervening wheel and second pinion,
or by any-other-means-commonly-used-for-lifting-heavy-weights. It is obvious
that the endless chain will command the motion of the keel downwards as well
as upwards, which is desirable, as without this power the vessel must be luffed
up when on a wind, and the sails shaken to get the keels down; even then
they require to be shoved down by some means, if, as is generally the case,
they displace more weight of water than is equivalent to 'their weight. 'The

page_text: 4
keel is retained at any desired height by a ratchet. In very large and heavy
keels, I balance them by counterweights attached to chains passing over rollers
similar to some of the methods used for balancing gasometers, and I claim this
adaptation to such descriptions of Keels.
.
'
A further improvement in relation to sliding keels is the combining in 'the
same vessel, the effect of the keels with the propelling power of the steam
engine. At first sight the improvement may not be apparent. What has a
steamer, going in the wind's eye, to do with Captain Shank's very obvious
object in beating to windward? may be fairly asked. The intent of the com-
bination is to give the vessel greater steadiness, and to encrease her security.
Every person that has had much practice in navigating long steamers, which
draw extremely little water; knows that in bad weather they become at sea
both uneasy and difficult to keep in their, course, 'and-consequently unsafe. In
such case the sliding keels (especially in conjunction with an improved rudder,
hereafter described,) prove. a decided remedy, and render suitably constructed
steamers capable both of ascending shallow rivers and of navigating with ease
and safety the open sea.
My next improvement is in the rudder, especially for vessels drawing very
little water, and having a great breadth of rudder. In smooth water this
breadth is not only admissable, but necessary to govern the vessel'; on coming
into a sea-way and bad weather, however, very serious evils at times result
from it; the rudder is lifted successively so nearly out of water as to lose all
government of the vessel, and at the same time exposed to the lash of the
surge, which, operating on the long leverage afforded by the rudder, produces
the heavy strains which in the end become ruinous. To obviate this, I make
a joint in the rudder near the heel, the rudder itself being either of metal ör
wood, as circumstances may make desirable. In shallow water, the tail of the
rudder X (No. 10) is lifted by any appropriate means in common use for other
purposes to an horizontal position. In a sea-way, on the contrary, it is lowed
to any inclination that may be found best suited to the circumstances at the
time, keeping the rudder high enough to secure steerage, yet below the lash of
the surge. In selecting the means of lifting the tail, care should be taken to
avoid such as would prevent the tail from rising, if it should chance to come
in contact with a taught warp or the ground when the vessel is passing through
a roadstead or approaching shallow water. In vessels drawing much water,
but steering 'badly, in consequence of full buttocks or from other causes, I
slide a portion of the rudder down when in deep water below the keel of the
vessel; the sliding portion I make either of wood or metal, as circumstances
render it "convenient, and either slide it in a trunk formed in the rudder,

page_text: similar to a sliding keel, or let it slide in grooves on one side of the rudder
and rather prefer the latter method, as a sheet of iron plate or other proper
metal, of a thickness suitable to the occasion and nearly the breadth of the true
rudder, proves abundantly sufficient, and is easily added to rudders already
made; a projection of so little as two feet six inches below the keel will have
the desired effect, even in vessels of considerable magnitude, but may be readily
increased if needful. The sliding part I raise by rack and pinion at the
rudder head or other appropriate means in common use, taking care to leave
the sliding part at freedom to rise in case of touching the ground.
The next improvement relates to iron or metal vessels, and especially to such
as are required to be of extremely large dimensions. It consists, first, in
doubling the plates or forming the skin of the vessel of several layers of plates,
taking care that the strakes of each layer not only maintain (what shipwrights
in planking a vessel call) a good shift, but also and especially that the strakes
and shift of each layer duly break joint with the layer underneath it; that is,
that the seams or joints of one layer come in the middle or near the middle of
the plates composing the layer next to it. The seams or joints may be made
flush joints, or what is called in the trade "jump joints;" but where sightliness
is not of importance, it makes tighter and more durable work not to let the
edges of the plates in the longitudinal seams come nearer together than will
admit of caulking the edges of the plate with a crooked tool, after the manner
that boiler-makers caulk a common lap joint. Sightliness may still be attained
by filling the recess with the common cement, made of putty, white and red
lead, paint, and finely sifted iron borings. If the edges of the plate be a little
underset in caulking, this cement cannot come out, but gets almost as hard as
the iron plate, and will endure longer than the vessel. I particularly recom-
mend this method for the inside plate, as it affords the means of insuring
tightness, if after the vessel is afloat any insufficiency of caulking should be
discovered under the ribs of the vessel.
I further improve iron vessels by a better protection of the surface of the
plate inside, especially where bilge water is apt to reach when the vessel has
much motion, or where abbrasion of the paint or other covering matters is to
be apprehended. I effect this by adding a thin lining, it may be either of
wood or metal, and inject or otherwise apply between the lining and the skin
tar, resins, paints, putty, or any other matter in common use; but in particular
I prefer injecting the substance, whatever it be, so as to fill all interstices,
Of course I claim this application only to the purpose here specified for iron
or metal vessels. A convenient mode of securing the lining is to jamb it in
short lengths between the ribs, the rib iron either having had suitable projec-

page_text: tions rolled on it, or light angle iron or other iron being afterwards affixed.
The advantages attained hereby are, first, a perfect and enduring exclusion of
air and moisture, when the process is well executed with proper substances;
secondly, facility of repairs; thirdly, lightness; fourthly, a small space to fill
with injection, yet the rivet heads fully covered, hence a more costly material
for filling may be admissable, if otherwise much preferable. This method I
claim. I also claim the application of caoutchouc as a filling material, whether
it be ejected in a semi-fluid state, pure, or mixed with other matter, or whether
it be applied in sheets, either alone or in conjunction with felt or cloth or other
material; and I also claim it, whether it be used with the before-named
lining or not; the advantages of caoutchouc being, that it accommodates
itself to the expansion and contraction of the iron in variations of temperature,
and does not defeat the object of excluding air and damp by cracking. To
prevent the lining being disturbed by the cargo, and yet not to loose space by
dunage in the hold, above the bilge especially, I affix light iron bars across
the ribs in any suitable direction, the bars being near enough together to
protect the lining from disturbance, yet leaving space enough between them to
get at the lining and skin with facility when partial repairs or other circum-
stances make it necessary. I claim this mode.
Lastly, I improve iron or metal vessels by adding vertical longitudinal
bulkheads of iron or other metal as high as requisite, to secure the object
in view; say, for example, as high as the orlop or the main 'deck. No
keelson will so effectually keep a ship from hogging or the ends from sagging,
as one such longitudinal bulkhead. I recommend its being carried at least as
far forward and aft as the foremost and aftermost thawtship bulkheads now
commonly used, and where great strength is required as far as the stem and
stern post, and in extremely large craft more than one longitudinal bulkhead
may be applied with advantage; they occupy but little space, offer facilities for
distinct compartments, for safely stowing a great variety of produce in bulk, and
diminish the effect of an otherwise ruinous leak, in case of the vessel's striking, to
such a degree as enables the vessel not only to float but to proceed though that
compartment fills. Intercommunication between the compartments may be
readily attained by man-holes of convenient size, which may be closed and made
water-tight by any of the methods commonly used for securing the man-holes
of engine boilers. I claim the application of these longitudinal bulkheads.
The improvements as before stated are particularly applicable to large iron
or metal vessels, affording indeed the means of constructing them of much
larger dimensions than ever hitherto attempted in wood, and particularly

page_text: insuring the practicability of safely adopting the great length which speed calls
for in steamers:
Note. It may be asked, why use two or more layers of iron plate instead
of having the requisite strength at once in a single layer? Every practical
man knows that after a certain and very limited thickness of plate, no haminer
that can be wielded by man is sufficient to set the plates together, so as to make
sound work; and to make 'extremely large vessels durable; plates: would be
required which exceed this limit of thickness; 'and hence one of the advantages
of doubling the layers, or, in extreme cases, using even still more layers.
Independent of this, the rivets themselves continue perfectly within the power
of the hammer, and the whole fastening is infinitely better...
".
2
In witness whereof, I, the said John Barnett Humphreys, have hereunto
I set my hand and seal, this Eighteenth day of January, One thousand
.: eight hundred and forty.
•
J. B. (L.S.) HUMPHREYS.
AND BE IT REMEMBERED, that on the Eighteenth day of January,
in the year of our Lord 1840, the aforesaid "John Barnett Humphreys .came
before our said Lady the Queen in Her 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 Tenth day of April, in the year of our Lord One thousand
eight hundred and forty.
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LONDON:
Printed by GEORGE EDWARD EYRE and WILLIAM SPOTTISWOODE,
Printers to the Queen's most Excellent Majesty. 1855.