IMPROVEMENTS IN THE SHAPING AND CONSTRUCTING OF HULLS OF VESSELS, PROPELLERS, RUDDERS, AND OTHER BODIES WHICH HAVE TO ACT IN OR TO BE ACTED UPON BY WATER
Year: 1880

page_text: LETTERS PATENT to Hermann Hirsch, of 4, 5, and 6, Great Saint Helens,
London, in the County of Middlesex, Civil Engineer, for an Invention of
"IMPROVEMENTS IN THE SHAPING AND CONSTRUCTING OF HULLS OF VESSELS,
PROPELLERS, RUDDERS, AND OTHER BODIES WHICH HAVE TO ACT IN OR TO
BE ACTED UPON BY WATER."
PROVISIONAL SPECIFICATION left by the said fermann Hirsch at the
Office of the Commissioners of Patents on the 19th June 1880.
HERMANN HIRSCш, of 4, 5, and 6, Great Saint Helens, London, in the County of
Middlesex, Civil Engineer. "IMPROVEMENTS IN THE SHAPING AND CONSTRUCTING
OF HULLS OF VESSELS, PROPELLERS, RUDDERS, AND OTHER BODIES WICH HAVE TO
ACT IN OR TO BE ACTED UPON BY WATER."
My Invention relates to improvements in the shaping and constructing of hulls
of vessels, propellers, and other bodies which have to act in or to be acted upon
by water.
After having by theoretical and experimental research discovered the law which
governs the molecular motion of matter in its fluid states, and after having,
conformably to this law, defined the mode of motion of the constituent molecules of
water, I have recognised that they move gliding one round the other in curved
lines, concave and convex respectively, and that these lines constitute lines of least
resistance. I made this discovery the starting point of my present Invention,
which by my complementary researches, in view of its practical applications, has
now arrived at its accomplishment.
My Invention consists,-
1st. In applying to the shaping and constructing of bodies which have to act in
or to be acted upon by water, especially of hulls of vessels of any size and purpose,
either war or merchant vessels, yachts, or boats, and to propellers, either screw
propellers, paddle wheels, or oars, and to rudders, curved lines of the same nature
as those which the constituent molecules of water describe in their own motion,
by which I establish a perfect harmony of contact between the fluid and the solid
at every moment of their action and reaction, and thereby allow the water to be
displaced with perfect ease and with least resistance.

page_text: 2nd. In applying these curved lines in various modes, the lines being either
complete or in part, single, repeated, continuous, or angularly bent in horizontal,
perpendicular, or inclined positions so as to suit the respective requirements of the
said bodies.
In order that the nature of my Invention may be the better understood I append, b
by way of examples, illustrative Drawings, whereof Fig. 1, Sheet 1, is a diagram
illustrating the delineation, according to my Invention, of the midship section of a
vessel by means of circles placed in juxtaposition one with the other, the thick
black line defining the outline of such section; Fig. 2 is a profile of the forward or
bow half of the vessel; Fig. 3, Sheet 2, a profile of the stern or after half; Fig. 4, a 1
midship section; Figs. 5 and 6, Sheet 3, are respectively plan of lines and body
sections of the after body; and Figs. 7 and 8, Sheet 4, respectively plan of lines
and body sections of the fore body of the vessel according to my Invention; Fig. 9,
Sheet 5, is a diagram illustrating the delineation of the midship section of another
type of vessel by means of circles placed in juxtaposition one with. the other, 1
Fig. 10 being the profile of the after or stern half of the vessel; Fig. 11, Sheet 6,,
a profile of the forward or bow half; Fig. 12, a midship section; Figs. 13 and 14,
Sheet 7, are respectively plan of lines and body sections of the foro body, and
Figs. 15 and 16, Sheet 8, plan of lines and body section of the after body of the
vessel according to my Invention. Sheets 9 and 10 represent portions of a 2
propeller. The germinal curve, which in this instance dominates the construction,
is shown by the diagram, Fig. 17, Sheet 9; Fig. 18 is an end view (as seen from
abaft) of the boss and portions of the blades; Fig. 19, a side view; Fig. 20,
Sheet 10, is a radial section through one blade and a portion of another, and
Fig. 21 a combined expansion of blade surface with the cross sections of such g
blades at several places. It will be observed that while the forward and after
edges of the blade each partake of the character of curve which the diagram,
Fig. 17, Sheet 9, depicts, a like characteristic curvature pervades the blade in its
radial direction, as shown in Fig. 20.
Sheet 11 shows the application of my Invention to the floats of paddle wheels,
Fig. 22 being a diagram shewing the germinal curve upon which their construction
is based; Figa 23 and 24, end and plan views respectively of one float in its
normal or expanded condition; Figs. 25 and 26, end and plan views respectively
of the same float after the necessary flexure has been imparted thereto. In this
condition it will be observed that while the upper and lower edges of a float have
a curvature analogous to that exhibited by the darker line of the diagram, Fig. 22,
a like curvature pervades the surface of the float impinging against the water.
Figs. 27 and 28 are respectively portions of side and end views of a complete paddlo
wheel. In this instance the wheel is shewn of the ordinary or radial type, viz.,
with fixed floats, but it is obvious that a like application of my Invention to the
floats of patent or feathering wheels is practicable.
Sheet 12 shews tho application to oars or sculls, Fig. 29 being a diagram
shewing the germinal curve pervading their construction; Figs. 30 and 31, side
and end views respectively of an immersed oar or scull constructed according to
my Invention. It will be here observed that while the upper and lower edges
each partakes of the nature of curvature depicted by diagram 29, a flexuro of
analogous curvature is imparted to the blade of the oar or scull in the direction of
its length, as shewn by Fig. 31.
Sheet 13 serves to illustrato the application of my Invention to rudders, Fig. 29
being the diagram shewing the germinal curve upon which the construction is in
this instance based. The rudder consists of two portions united at their lower
ends, and divergent at their upper ends, each portion having both for its side and
eud views a curved contour or form of a kindred curvature to that shewn by the
dingram, Fig. 29; Fig. 30 is an ond view of a complete rudder; Fig. 31, a side
view, and Fig. 32 a sectional plan-looking-downwards.
By the shapes which my Invention gives to the said bodies-I-secure to them
not only the lines of least resistance, but also a totality of effective qualities, as

page_text: hereafter described, and in a degree of perfection which the naval constructions
hitherto in use have not attained and cannot attain, viz. :—
To vessels. Highest speed efficiency, including economy in power; highest
qualities of stability, and buoyancy with ease and promptitude of manoeuvring;
carrying capacity to suit any requirements; considerably increased structural
strength, and, in case of sailing vessels and yachts, large increase in canvas carrying
capacity.
To propellers. To screw propellers, the highest propelling efficiency, including
economy in power, absence of vibration, with smooth working of engines, most
favourable effect on the rudder for ease and promptitude of steering; perfect
backing power, and greatly increased structural strength. To paddle wheels;
highest propelling efficiency, including economy in power, absence of vibration, and
reduced stirring up of the water. To oars; increased speed of boat at less
expenditure of muscular power with ease of handling.
To rudder. Highest efficiency in every respect, and greatly increased structural
strength.
As
obvious, bodies of various other forms and descriptions than those shewn
by way of example in the Drawings, and designed to act in or be acted upon by
water, may be constructed on the principle of my Invention, as hercinabove sot
forth, and although prefer curves of circular type I do not confine myself to
them.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Hermann Hirsch in the Great Seal Patent Office on the 18th -
December 1880.
HERMANN HIRSCH, of 4, 5, and 6, Great Saint Helens, London, in the County of
Middlesex, Civil Engineer. "IMPROVEMENTS IN THE SHAPING AND CONSTRUCTING 5
OF HULLS OF VESSELS, PROPELLERS, RUDDERS, AND OTHER BODIES WHICH HAVE
TO ACT IN OR TO BE ACTED UPON BY WATER.”
My Invention relates to improvements in the shaping and constructing of hulls
of ships or navigable vessels (including yachts, rowing boats, and the like),
propellers and other bodics which bave to act in or to bo acted upon by water, and
consists in giving to such structures alternately curved lines or undulated formations,
such as hereinafter described, and which are designed to afford harmony of contact
between the water and the structure therein immersed to allow the water to be
displaced with ease and to diminish friction, to increase the speed, buoyancy, and
Estability, and facilitate manoeuvring.
In carrying out my Invention as applied in ships or navigable vessels I construct
a hull with alternately curved or undulated sides and an alternately curved or
undulated bottom, the whole so arranged as to produce in the cross section what I
term an all-pervading undulated shape, and in a vessel thus constructed with
undulated sides and an undulated bottom producing such an all-pervading
undulated shape, I usually provide (as in the example I am about to describe by
way of illustration) two channels or water ways in the bottom, such channels or
water ways extending some distance fore and aft of the mid-ship, and the
cross sectional form of such a hull or vessel in one arrangement is determined as
follows:-
f
Fig. 1, Sheet 1, of the Drawings shows a group of twenty circles, shewn by full
lines in four rows of five, six, five and four circles respectively, the circumferences
of individual circles of each row being in mutual contact and also in contact with
those of the adjacent row. The thick black line A', B¹, C³, D¹, E¹, F¹, G¹, H¹, I, J, K',
to whose formation circles A, B, C, D, E, F, G, H, I, J, K, have each in part
contributed, defines the contour or outline of the mid-ship or greatest athwartship
section of a vessel according to my Invention. Figs. 2 and 3 are respectively fore
and aft body plans of such a vessel; Fig. 4, Sheet 2, is a profile, perspectively
shewn, showing the below water lines and some of the athwartship soctions, these
latter being necessarily foreshortened; Fig. 5 is a plan whereof the outer line
represents that of the rail, the next thereto being the load water line as shewn by
A, B, Figs. 2 and 3, and the three innermost lines water lines at stations
intermediate between the load water line and the bottom of the vessel; Fig. 6 is a
group of all the athwartship sections shewn by the body plans, Figs. 2 and 3, but
arranged in progressive order longitudinally according to their individual respective
distances from the stem or stern of the vessel; Fig. 7, Sheet 3, is a plan whereof.
the outer line is that of the rail, the inner one being the water line on line a, b, of
Figs. 2 and 3; Figs. 8, 9, 10 are plans whereof the outer line in each case is that
of the rail, the inner lines being those of water lines located at intermediate
distances between that shown on Fig. 7 and the bottom of the vessel. It will bo
observed that the formation of each individual athwartship section from midships
to the stem and from midships to the stern is made to partake as far as the
exigencies of fair under water lines allow of the character of the midship section
already described and illustrated by Fig. 1, and thus two water channels, ono on
either side of the middle-line, pervade the bottom of the vessel for a portion of its
middle length. Figs. 10, 9,.8, 7 being given to illustrate the gradual growth of a
triple figure water line into that-of-a-single-figure. In applying this-section to
armour plated vessels of war I dispense with the portion of vessel's side extending
:

page_text: upwards from the water line at B¹ to A' and from J' to K¹ in Fig. 1, and substitute in
lieu thereof a glacis deck, as shewn by the dotted lines B, L, J, M, respectively. These
lines are portions or ares of a circle whose centre is that of the circle N, shewn by
dotted lines immediately below circles E and G. I however wish it to be
understood that although I consider these dimensions and positions desirable for
glacis decks, other arrangements of glacis decks may be adopted in vessels
constructed on the principle of my Invention.
The form of hull or vessel above described is given by way of illustrating the
application of my Invention in constructing ships or vessels such as I deem best
adapted for weight carrying capacity combined with a maximum of buoyancy,
stability, and speed.
In designing according to my Invention a hull or vessel adapted for speed rather
than large weight carrying capacity the cross sectional form may be conveniently
determined as follows:-
Fig. 11, Sheet 4, shews a group of fourteen circles arranged in the following
manner-The two most central circles O and P having their centres located in the
same vertical line and touching one another. Centres of circles Q, R, are located
in a horizontal line, passing through the point of contact-of-O-and P, their
.circumferences boing in contact individually with O and P on either side of the
middle line. Circles S, T, touch Q and R respectively, and their centres are on
the same horizontal lino as Q and R. Circles U, V, are located on the vertical line
passing through the point of contact of S and Q, and are in contact with S and Q
above and below respectively. Circles W and X occupy the same relative position
to R and T, as U and V do to S and Q. Circles Y, Z, are in individual contact with
each other and with O, Y, being also in contact with U, and Z with W. The two
lowest circles A, B, are in the same relative position to V, P, X, as Y, Z, are to
U, O, W. The thick black line to whose formation circles S, Q, V, A¹, P, B¹, X, R,
and T, have each in part contributed, defines the contour or outline of the midship
or greatest athwartship section of a vessel. Figs. 12 and 13 are respectively fore
and aft body plans of such a vessel Fig. 14, Sheet 5, is a profile perspectively
shewn, shewing the below water lines and some of the athwartship sections, these
latter being necessarily foreshortened. Fig. 15 is a plan whereof the outer
line represents that of the rail, the next thereto being the load water line, as shown
by C, D. Figs. 12 and 13, and the three innermost lines water lines at stations
intermediate between the load water line and the bottom of the vessel. Fig. 16 is
a group of all the athwartship sections shewn by the body plans 12 and 13, but
arranged in progressive order longitudinally, according to their individual respectivo
distances from the stem or stern of the vessel. Fig. 17, Sheet 6, is a plan whereof
the outer line is that of the rail, the inner one being the water line on line 0³, D³,
of Figs. 12 and 13. Figs. 18, 19, 20, are plans whereof the outer line in each case
is that of the rail, the inner lines being those of water lines located at intermediate
distances between that shewn on Fig. 17 and the bottom of the vessel. It
will be observed that the formation of each individual athwartship section from
mid-ships to the stem, and from mid-ships to the stern is made to partake as far as
the exigencies of fair under water lines allow, of the character of the midship section
already described and illustrated by Fig. 11, 'and thus two water channels, one on
either side of the middle line, pervade the bottom of the vessel for a portion of its
middle length; Figs. 20, 19, 18, 17, being given to illustrate the gradual growth
of a triple figure water line into that of a single figure. In applying this section
to armour plated vessels of war I dispense with a portion of vessel's sides extending
upwards from E' and F¹, and substitute in lieu thereof a glacis deck, as shown by
the dotted lines E, Q, F, R, respectively. These lines are portions or arcs of a
circle whose centre is located at the point of contact of A', B'. It is however to be
understood that these dimensions and positions, as respects the glacis, are not
essential to vessels on the principle of my Invention, but may be varied to suit
circumstances; also to facilitate tho designing of vessels on the principle of my
-Invention I would-make-the-following general remarks:-

page_text: 1. The relative proportion of length to breadth, and the position of the load water
line in relation to cither of the curves composing the vessel's side, and also the
fineness or the reverse of water lines, will naturally depend upon circumstances.
2. The mean angular inclination of the sides in relation to the bottom may also
be varied (see for examplo Fig. 1B).
3. For so much of the vessel's length as is practicable I give to the sides fore and
aft of the midship section a contour resembling the contour of the sides at the
midship section, such contour, however, naturally becoming less and less pronounced
as the extremities of the vessel are approached.
4. So much bottom as lies between and serves to connect the two sides at any
given point in a ship's length should have a contour resembling the contour of an
equally wide central portion of bottom taken from the midship section.
Sheets 7 and 8 of the Drawings illustrate my Invention as applied in the con-
struction or formation of screw propellers. Fig. 27, Sheet 8, represents a group of
seven circles, having a central one surrounded by six in mutual contact, and also in
contact each one with the central circle. The curved line, to whose formation any
two adjacent circles of the surrounding six and the central one severally contribute,
as, for instance, the circles G, H, I, defines the germinal curve which I employ
in designing the scrow propeller according to my Invention. Fig. 21 is an end
view of such a propeller as seen when standing aft and looking forward. The
lowest of the four blades here shown is also depicted in longitudinal section. Fig. 22
is a view of the same propeller taken in a plane at right angles to that of Fig. 21.
Fig. 23, Sheet 8, is a fragmentary sectional view on a plane at right angles to the
line of shaft, and midway in the length of boss. Fig. 24 shows tho expansion of the
surface of one blado, such surface being bounded by the lino J, K¹, Ĺ¹, M², N', O'.
Fig. 24 also shows cross sections of the same blade at seven positions of its length.
Figs. 25 and 26 are views of a propeller taken in precisely the same directions as
those of Figs. 23 and 24 respectively, but in this case the forward and back
faces of the blade aro curved, as shewn by the cross sections, the material
of such blade being equally distributed on either side of the normal axial line
P¹, Q¹, R¹.
It will be observed that a curvature akin to that illustrated by the thick
line on Fig. 27 pervades the blade in the direction from the boss to the periphery,
while the forward and after edges of such blade have imparted to them a like
curvature, as shown by lines M, N, O, and L³, K¹, J.
It is to be understood I do not confine myself to any particular number of
blades, or to any constancy of pitch throughout the length of any one blade. Also,
though preferring to incline the "leading" edge of cach blade aft, I do not restrict
myself thereto; nor do I limit myself to any angle of deviation from a line perpen-
dicular to the shaft in respect of either tho "leading" edge or the "trailing” edge.
Furthermore the blades may be (as actually shewn) of tapering breadth from the
boss to the periphery, or may be parallel, and the thicknesses may be arranged
according to either of the plans shewn, or otherwiso.
Sheet 9 illustrates my Invention as applied in constructing or forming the floats
of paddle wheels. Fig. 28 is a group of seven circles disposed in a similar
manner to those already described with reference to and shown by Fig. 27, Sheet 8.
The thick black line being produced by portions of the circumferences of any two
adjacent circles, as for instance, S', T', of the outer six and of the central one U¹.
Such line constitutes the germinal curve which I employ in designing the floats of
a paddle wheel according to my Invention. Figs. 29 and 30 show face and edge
views respectively of a single float, which may be constructed of any suitable
material, as, for instance, iron or steel; Figs. 31 and 32 showing face and edge
views of the same float prior to its having had imparted to it the edge flexure
shown by Fig. 30. The float is so mounted upon the frame, structure, or arms of
the wheel, as to allow of the joint V₁ being the most distant spot of the float's
surface from the axis of the engine shaft. In going ahead the float is made to
impinge upon the water in the direction shown by the arrow on Fig. 30. Fig. 33

page_text: is a portion of a side view of a complete paddle wheel furnished with floats
according to my Invention; Fig. 34 being a view at right angles to Fig. 33, of a
like fragmentary portion of such complete paddle wheel. It will be evident that
although the paddle wheel I have shewn by way of illustration is of the “radial
or "fixed float" type, my Invention is nevertheless equally applicable to paddle
wheels having "feathering" floats.
13
Sheet 10 illustrates my Invention as applied in the construction or formation of
ours or sculls. Fig. 35 is a diagram of eight circles disposed in three vertical rows
of three, two, and three rows respectively. The two circles composing the central
row are in mutual contact with each other (as are also those of the two outer rows)
and also in contact with the three circles of each outer row, as shown. The thick
black lino, which six of these cight circles severally have contributed to form,
furnishes the germinal curve upon which I design the blade of an oar or scull
according to my Invention. Figs. 36, 37, 38, show respectively the entranco, the
full immersion and the exit from the water, of the starboard oar or scull as seen
from the bows of a boat; Figs. 39, 40, and 41 being similar views of the port oar
or scull; Figs. 42, 43, 44, being side views of such port oar or scull under similar
conditions. The blade has a curvature in the direction of its length from the shaft
to the tip analogous to that depicted by the thick line on Fig. 35, and such
curvature is imparted both to its upper and lower edges W', X, Y¹, Z¹, A³, B³,
C³, D³, Fig. 36, as also to its edge Eª, Fª, G³, Hª, Iª, J³, Fig. 43. I do not confine
myself to any precise proportions as between the length and breadth of blade, or
to the proportion subsisting between the breadth of the blade at its junction with
the shaft and the breadth at its outward extremity.
Sheet 11 illustrates my Invention as applied in the construction or formation of
rudders. Fig. 42 is a group of seven circles arranged in similar manner relatively to
each other as thoso already shown in Fig. 27, Sheet 8, and Fig. 28, Sheet 9. Tho two
converging thick black lines, to whose formation circles K, L, M, N³, O², severally
contribute,,is the germinal curve employed by me in the design of a rudder according
to my Invention. The rudder consists mainly of two portions or members of similar
configuration, united at their lower extremities and divergent at their upper ones.
Each limb or member, which may be constructed of wood or metal, or wood and
metal combined, has an undulated contour of a kindred character to one half of the
thick line, shown in Fig. '32, in the direction of its depth. Its forward and after
edges have a contour of like character, and its cross or horizontal section, taken at
any point intermediate between the junction of the two members at the bottom
and its upper end, is such as to cause the least possible resistance to the vessel's
headway when the rudder is amidships. Fig. 43 is an end view as seen from aft;
Fig. 44 is a side view showing a portion of the rudder post and heel, and Fig. 45,
a sectional plan taken upon the line P³, Q³, of Fig. 44. The pintle axes or shaft
of the rudder may be braced, as shown, to the upper extremities of the two
members and stepped into their junction, and finally into the heel of the ship. A
very small angular movement of the pintle axis or shaft will cause to be presented
to the water in the wake of the vessel a considerable amount of opposing surfaco,
and thereby effect a proportionate deviation of the vessel from a straight course.
I do not confine myself to any precise angular general deviation of each member
from the perpendicular line, as shewn by the end view, Fig. 43", or to any
definite proportions as between length and breadth of each limb or member.
Furthermore I do not limit myself to any precise method of attachment of the
pintle axis or shaft to the rudder blades or members.
Having described the nature of my said Invention and explained in what
manner the same is to be or may be performed or carried into practical effect, I
would have it understood that although I have described and shown the undulated
surfaces and edges as being composed of arcs of circles in compliance with the
normal diagram shown for each application of my Invention, yet other curves of
approximate contour (including, for example, portions of ellipsos), may, in somo
cases; be adopted for any or all of the constituent elements of such undulated

page_text: surfaces of hulls of ships or navigable vessels (see, for examples, dotted lines in Figs.
1º and 11), and surfaces and edges of screw propellers, paddle wheel floats, oars, and
rudders according to my Invention, the object being, as I have already stated, to
afford harmony of contact with the water. Also, I would remark that the number of
undulations may be varied to suit the circumstances of particular applications
without departure from the essential characteristics of my Invention, as respects
which, what I claim as novel and original is as follows:-
1. The combination of alternately curved or undulated sidos, and an alternately
curved or undulated bottom, the whole so arranged that in vertical cross section
amidships the hull of the vessel presents what I have herein before defined as an all
pervading undulated shape, and which is composed of a series of connected curved
elements such as A¹, B, C, D', E', F', G¹, H', I¹, J¹, K', 'substantially as herein-
before described with referenco to Fig. 1 of the accompanying Drawings.
2. A ship or vessel with alternately curved or undulated sides, an alternately
curved or undulated bottom, and two channels or waterways extending a portion
of the vessel's longth both forward and aft of the midship section, the portion of
bottom intervening between said channels or water ways having, in cross section,
the form of a circular arc or curvo of approximate contour, all substantially as
herein before described and shewn in Figs. 1 to 10, inclusive, of the accompanying
Drawings.
3. The combination of alternately curved or undulated sides, and an alternately
curved or undulated bottom with channels or water ways, the said sides and bottom
being joined substantially as shown in and described with reference to Fig. 11 of
the Drawings.
4. The improved form of ship's hull or navigable vessel shewn in and described
with reference to Figs. 11 to 20 inclusive of the accompanying Drawings.
5. The combination in screw propeller blades of an alternately curved or
undulated contour in the direction of their length (i.e., from the root or junction
with the boss to the periphery or outer extremity), and an alternately curved or
undulated contour for their forward and after edges, substantially as hereinbefore
described and illustrated by Sheets 7 and 8 of the accompanying Drawings.
6. The combination in paddle wheel floats (whether fixed or "feathering") of
alternately curved or undulated faces, and alternately curved or undulated edges,
substantially as herein before described and shewn in Sheet 9 of the accompanying
Drawings.
7. The combination in oar or scull blades of alternately curved or undulated
faces, and alternately curved or undulated longitudinal edges, substantially as
herein before described and illustrated by Sheet 10 of the accompanying Drawings.
8. The combination in a rudder of two limbs or members united at their lower
and divergent at their upper extremities, each such limb or member having a
waved or an undulated contour in the direction of its depth, a waved or an
undulated contour for its forward and after edges, substantially as described
and illustrated by Sheet 11 of the accompanying Drawings.
In witness whereof, I, the said Hermann Hirsch, have hereunto set my hand
and seal, this Fifteenth day of December, in the year of our Lord One
thousand eight hundred and eighty.