Brass nails for ship building?

[backintheday]

Hello, I think these were brass nails for ship building. However I don't know for sure. I found several dozen more along with what looks to be brass wedges?

 

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[Bigcypresshunter]

The others may be broken brass spikes.

 

[timekiller]

The others may be broken brass spikes.

I agree,here in my first pic.you'll see some I've found from the water ways here.Some may think it's silly to keep them,but it's all good.I keep all my old brass spikes & nails at least the ones I know have some good age to them.But some can be hard to figure out,like these ones with the ends braded over with like a washer on them.Looks like if you drove it though the wood and then tried to put that washer part on it would be aggravating.Cause it just seems you would be beating it right back the other way. I don't know but I've found quite a few made this way not sure there use. Maybe two people done it one on one side and one on the other.I'm not sure when they started making round heads but I've found them at some very early sites.But tend to think myself that the square one's would be older(never have looked in too it yet).
Nails ........simple or are they? I've never made one. Much less enough to build something with.
Take Care,
Pete

 

[artyfacts]

If the ship spikes or bolts are from a 19th century ship the material would be called Muntz metal. The bigger broken wedges you have if ship related are broken ship planking spikes, there were thousands per ship. The smaller were for nailing on the hull plating. The entire bottom of the big ships in the 18th century would have been covered with copper. In the early part of the 19th century the Royal Navy switched to Muntz metal around 1839 or so and the merchant ships followed suit. It was stronger and withstood the salt elements. The reason for the metal armor on the hulls was to keep Toledo worms from boring into the wood hull. Nice relics. Arty

 

[Bigcypresshunter]

But some can be hard to figure out,like these ones with the ends braded over with like a washer on them.Looks like if you drove it though the wood and then tried to put that washer part on it would be aggravating.Cause it just seems you would be beating it right back the other way. I don't know but I've found quite a few made this way not sure there use. Maybe two people done it one on one side and one on the other.

They look like rivets. Yes the head has to be against a hard surface to pound on the washer end or use a rivet tool.

 

[Tony in SC]

Where did you find them? Tony

 

[Bigcypresshunter]

.

 

[backintheday]

Where did you find them? Tony

I found them on St Helena Island near Beaufort SC. The site was on the Beaufort river, before the civil war it as a plantation, during it a Union campsite. At the site I found union navy and USMC buttons. Not many Marines in the CW, but I think they mainly had ship duty so it could be from when they were stationed there.

Thanks everyone for the helpful info!

 

[timekiller]

But some can be hard to figure out,like these ones with the ends braded over with like a washer on them.Looks like if you drove it though the wood and then tried to put that washer part on it would be aggravating.Cause it just seems you would be beating it right back the other way. I don't know but I've found quite a few made this way not sure there use. Maybe two people done it one on one side and one on the other.

They look like rivets. Yes the head has to be against a hard surface to pound on the washer end or use a rivet tool.

I do think they were used that way(as a rivet).But they are not round shanked like these below.They are just like square nails and a little longer.So maybe earlier I'm thinking. Just thought they were neat had not seen nobody else show any like them before.

 

[artyfacts]

A little lengthy but informative.

The wreck's outer planking measured 9 cm in thickness; the badly deteriorated state of the planking at the southeast end of the wreck did not allow us to identify planking seams, and the average width of the planks is therefore unknown. The outer planking was attached to the frames with copper-alloy spikes. We did not see
any evidence on the outer planking or keel of any type of metallic or wooden sheathing to protect the wood
from marine growth or teredo worms.

Several strakes of ceiling planking were exposed on the southwestern side of the hull, and averaged 29 cm
in width by 8 cm in thickness. A heavy timber extending along the southwest side of the wreck was identified as
a bilge stringer. The stringer was quite large, 29 cm moulded by 23 cm sided, and was fastened to the frames
with copper-alloy bolts.

There were no visible remains of the hull structure above the level of the bilge stringer, although it is possible that part of the vessel's keelson may still exist beneath the ballast.


Fasteners

As noted above, the wreck contained copper-alloy fasteners in the form of spikes and bolts. We did not note
any treenails in the construction of the frames or attachments of the planking, but the survey was limited in
extent, and it is possible that such fasteners may have been overlooked. The presence of copper fasteners
permits approximate dating of the vessel, since spikes and bolts of this material appear to have been
uncommon in large wooden ships prior to the nineteenth century.

A copper-alloy fastener from Angra A
The use of copper for ship fasteners dates back to the classical era, and they appear on wrecks dating to the 5th and 4th centuries B.C. in the form of clenched nails. By the Roman era, however, iron replaced copperr in shipbuilding , due to its greater strength and lesser cost.

Fasteners of iron or wood remained the standard through the medieval and early modern eras until the last quarter of the 18th century. The appearance of copper and copper-alloy fasteners was a result of the Royal Navy's experimentation with copper sheathing to protect the bottoms of wooden ships.

Copper sheathing was first used in 1761 and was a great success in terms of improving sailing speed, keeping ship's bottoms free of marine growth, and repelling teredo worms. There were drawbacks to copper: it was expensive, it wore out quickly, and perhaps most seriously, copper sheathing over iron-fastened hulls created a galvanic reaction that quickly destroyed iron.

By 1783 the Royal Navy learned to build its warships with copper spikes and bolts below the waterline, which greatly relieved the problem of galvanic corrosion.

A copper-alloy fastener from Angra A

From the 1780's to the 1830's copper-fastened and sheathed vessels became more common, particularly
for naval vessels and larger merchant craft, but the great expense and short life span of pure copper plates
were still a problem and kept this type of sheathing from being widely adapted. The problems were finally overcome in 1832, when George F. Muntz of England patented 'yellow metal' or 'Muntz metal', an alloy of 60% copper and 40% zinc, that was hot-rolled into thin sheathing plates. Muntz's alloy was flexible enough to adapt itself to a wooden hull, corroded at a much slower rate than copper, and because of the high percentage of inexpensive zinc cost substantially less than pure copper. Muntz aggressively marketed his new alloy during
the 1830's, and it began to see widespread use by the 1840's.


Discussion

The copper-fastened wreck in Porto Novo, Angra bay, represents the bottom of a relatively large wooden
vessel. The ends of the vessel could not be determined during the survey due to the lack of a stem or sternpost
or their related structures; the low angle of deadrise of the frames suggests that the vessel was quite boxy amidships, and it was most likely a cargo-carrying vessel. The presence of copper fasteners on the wreck in
Porto Novo tells us that the hull was built sometime after 1783, very likely dates to the 19th century, and most probably was built after 1840. While no copper-alloy sheathing was noted on the wreck, we can assume that it
was probably sheathed during its career.

Further investigation of the wreck's construction and of artifacts located in the ballast or between frames
might permit closer dating of the wreck. The percentage of copper and other metals in the fasteners could also
be tested to see if the fasteners conform to Muntz's 1832 patent specifications.

Prior to around 1800 hulls were made almost entirely of white oak, possibly with sacrificial planking on the outside of the hull. The sacrificial planking was used on ships that traveled in warm ocean waters, where wooden hulls are susceptible to damage by burrowing marine organisms such as teredo worms. Sacrificial planking was applied to hulls to decrease the risk of damage. This half-inch thick layer of wood, such as pine, was replaced regularly when infested with marine borers. By the late eighteenth century copper sheathing replaced sacrificial planking as the preferred method of hull protection.

The great expense and short life span of pure copper plates a problem that kept this type of sheathing from being widely adapted. Copper possesses the advantage that, no matter how old it may be, the sheets will sell for only a few cents less per pound than when new. On the other band, it is not very durable, while it is very dear. By experience, it has been found that the purest copper sheets decay most rapidly; some of the sheets will wear into holes in one year, while sheets of alloys endure much longer.

In 1800, M. Collins secured a patent in England for alloys to make sheathing more durable. These consisted, first, of 8 parts of copper and 1 of zinc, which could be rolled cold; the second consisted of 180 of copper and 80 of zinc, which required a low red heat to work; and a third was composed of 16 of tin, 16 of zinc and 1 of copper. In 1817, he obtained another patent for a bronze sheathing, composed of 80 of copper and 20 of tin.

In 1823, John Revere secured a patent for a brass sheathing composed of 95 of zinc and 5 of copper.

The problems were finally overcome in 1832 by the English businessman George F. Muntz, MP for Birmingham. Muntz metal is a brass that has more zinc and is stronger than alpha brass used for sheathing bottoms of ships [and later other purposes such as castings and hot-worked products]. Brass is the most yellow in color, while Muntz Metal is a little redder in tone, and Copper is the reddest of the metals. Muntz metal retains a yellow dull color, while copper sheating turns greenish or bluish. Muntz metal must be worked hot, and is flexible enough to adapt itself to a wooden hull. Muntz metal corroded at a slower rate than copper, and the high percentage of inexpensive zinc reduced the cost substantially below pure copper.

By mid-nineteenth century many, perhaps most, US ships were sheathed with plates made from a composition called "Muntz Metal" which was 60% copper and 40% zinc. Beaten to the shape of the hull with wooden hammers, the sheets were designed to protect the vessel from the voracious Teredo worm, which is capable of doing sufficient damage to sink a wooden sailing vessel. The metal, which consists of three parts copper to two parts zinc, is also effective in preventing marine growth developing on the hull. Muntz Metal was slightly ablative, that is, its surface wore off, exposing fresh copper to the attached marine growth.

 

[Bigcypresshunter]

I do think they were used that way(as a rivet).But they are not round shanked like these below.They are just like square nails and a little longer.So maybe earlier I'm thinking. Just thought they were neat had not seen nobody else show any like them before.

I didnt realize they were square shanked. Yea maybe used like a rivet.

 

[timekiller]

A little lengthy but informative.

The wreck's outer planking measured 9 cm in thickness; the badly deteriorated state of the planking at the southeast end of the wreck did not allow us to identify planking seams, and the average width of the planks is therefore unknown. The outer planking was attached to the frames with copper-alloy spikes. We did not see
any evidence on the outer planking or keel of any type of metallic or wooden sheathing to protect the wood
from marine growth or teredo worms.

Several strakes of ceiling planking were exposed on the southwestern side of the hull, and averaged 29 cm
in width by 8 cm in thickness. A heavy timber extending along the southwest side of the wreck was identified as
a bilge stringer. The stringer was quite large, 29 cm moulded by 23 cm sided, and was fastened to the frames
with copper-alloy bolts.

There were no visible remains of the hull structure above the level of the bilge stringer, although it is possible that part of the vessel's keelson may still exist beneath the ballast.


Fasteners

As noted above, the wreck contained copper-alloy fasteners in the form of spikes and bolts. We did not note
any treenails in the construction of the frames or attachments of the planking, but the survey was limited in
extent, and it is possible that such fasteners may have been overlooked. The presence of copper fasteners
permits approximate dating of the vessel, since spikes and bolts of this material appear to have been
uncommon in large wooden ships prior to the nineteenth century.

A copper-alloy fastener from Angra A
The use of copper for ship fasteners dates back to the classical era, and they appear on wrecks dating to the 5th and 4th centuries B.C. in the form of clenched nails. By the Roman era, however, iron replaced copperr in shipbuilding , due to its greater strength and lesser cost.

Fasteners of iron or wood remained the standard through the medieval and early modern eras until the last quarter of the 18th century. The appearance of copper and copper-alloy fasteners was a result of the Royal Navy's experimentation with copper sheathing to protect the bottoms of wooden ships.

Copper sheathing was first used in 1761 and was a great success in terms of improving sailing speed, keeping ship's bottoms free of marine growth, and repelling teredo worms. There were drawbacks to copper: it was expensive, it wore out quickly, and perhaps most seriously, copper sheathing over iron-fastened hulls created a galvanic reaction that quickly destroyed iron.

By 1783 the Royal Navy learned to build its warships with copper spikes and bolts below the waterline, which greatly relieved the problem of galvanic corrosion.

A copper-alloy fastener from Angra A

From the 1780's to the 1830's copper-fastened and sheathed vessels became more common, particularly
for naval vessels and larger merchant craft, but the great expense and short life span of pure copper plates
were still a problem and kept this type of sheathing from being widely adapted. The problems were finally overcome in 1832, when George F. Muntz of England patented 'yellow metal' or 'Muntz metal', an alloy of 60% copper and 40% zinc, that was hot-rolled into thin sheathing plates. Muntz's alloy was flexible enough to adapt itself to a wooden hull, corroded at a much slower rate than copper, and because of the high percentage of inexpensive zinc cost substantially less than pure copper. Muntz aggressively marketed his new alloy during
the 1830's, and it began to see widespread use by the 1840's.


Discussion

The copper-fastened wreck in Porto Novo, Angra bay, represents the bottom of a relatively large wooden
vessel. The ends of the vessel could not be determined during the survey due to the lack of a stem or sternpost
or their related structures; the low angle of deadrise of the frames suggests that the vessel was quite boxy amidships, and it was most likely a cargo-carrying vessel. The presence of copper fasteners on the wreck in
Porto Novo tells us that the hull was built sometime after 1783, very likely dates to the 19th century, and most probably was built after 1840. While no copper-alloy sheathing was noted on the wreck, we can assume that it
was probably sheathed during its career.

Further investigation of the wreck's construction and of artifacts located in the ballast or between frames
might permit closer dating of the wreck. The percentage of copper and other metals in the fasteners could also
be tested to see if the fasteners conform to Muntz's 1832 patent specifications.

Prior to around 1800 hulls were made almost entirely of white oak, possibly with sacrificial planking on the outside of the hull. The sacrificial planking was used on ships that traveled in warm ocean waters, where wooden hulls are susceptible to damage by burrowing marine organisms such as teredo worms. Sacrificial planking was applied to hulls to decrease the risk of damage. This half-inch thick layer of wood, such as pine, was replaced regularly when infested with marine borers. By the late eighteenth century copper sheathing replaced sacrificial planking as the preferred method of hull protection.

The great expense and short life span of pure copper plates a problem that kept this type of sheathing from being widely adapted. Copper possesses the advantage that, no matter how old it may be, the sheets will sell for only a few cents less per pound than when new. On the other band, it is not very durable, while it is very dear. By experience, it has been found that the purest copper sheets decay most rapidly; some of the sheets will wear into holes in one year, while sheets of alloys endure much longer.

In 1800, M. Collins secured a patent in England for alloys to make sheathing more durable. These consisted, first, of 8 parts of copper and 1 of zinc, which could be rolled cold; the second consisted of 180 of copper and 80 of zinc, which required a low red heat to work; and a third was composed of 16 of tin, 16 of zinc and 1 of copper. In 1817, he obtained another patent for a bronze sheathing, composed of 80 of copper and 20 of tin.

In 1823, John Revere secured a patent for a brass sheathing composed of 95 of zinc and 5 of copper.

The problems were finally overcome in 1832 by the English businessman George F. Muntz, MP for Birmingham. Muntz metal is a brass that has more zinc and is stronger than alpha brass used for sheathing bottoms of ships [and later other purposes such as castings and hot-worked products]. Brass is the most yellow in color, while Muntz Metal is a little redder in tone, and Copper is the reddest of the metals. Muntz metal retains a yellow dull color, while copper sheating turns greenish or bluish. Muntz metal must be worked hot, and is flexible enough to adapt itself to a wooden hull. Muntz metal corroded at a slower rate than copper, and the high percentage of inexpensive zinc reduced the cost substantially below pure copper.

By mid-nineteenth century many, perhaps most, US ships were sheathed with plates made from a composition called "Muntz Metal" which was 60% copper and 40% zinc. Beaten to the shape of the hull with wooden hammers, the sheets were designed to protect the vessel from the voracious Teredo worm, which is capable of doing sufficient damage to sink a wooden sailing vessel. The metal, which consists of three parts copper to two parts zinc, is also effective in preventing marine growth developing on the hull. Muntz Metal was slightly ablative, that is, its surface wore off, exposing fresh copper to the attached marine growth.

Yea I've found a few pieces of copper sheathing from different sites here also.But they could be from houses or roofs to I guess.Around these old ports.I think my favorite is this lead patch.As It could be from the Queen Ann's Revenge.I know they've got some just like it at the maritime museum that came from the wreck.And this piece here I found was directly inshore of the wreck.Not sure how one would know for sure but it's nice to think it could be.
Take Care,
Pete

 

[artyfacts]

Pete that is a good possibility. I know ships maintained lead sheathing late into the 18th century.

Yea I've found a few pieces of copper sheathing from different sites here also.But they could be from houses or roofs to I guess.Around these old ports.I think my favorite is this lead patch.As It could be from the Queen Ann's Revenge.I know they've got some just like it at the maritime museum that came from the wreck.And this piece here I found was directly inshore of the wreck.Not sure how one would know for sure but it's nice to think it could be.
Take Care,
Pete

 

[Bigcypresshunter]

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