IMPROVEMENTS IN PROPELLING VESSELS
Year: 1882

page_text: LETTERS PATENT to William Clark Cowie of the Colony of Labuan Borneo
at present residing at the Covent Garden Hotel in the County of Middlesex
for an Invention of "IMPROVEMENTS IN PROPELLING VESSELS"
PROVISIONAL SPECIFICATION left by the said William Clark Cowie at
the Office of the Commissioners of Patents on the 22nd June 1882.
WILLIAM CLARK COWIE of the Colony of Labuan Borneo at present residing
at the Covent Garden Hotel in the County of Middlesex "IMPROVEMENTS IN
PROPELLING VESSELS."
"
For propelling a vessel I employ vertical propeller blades similar in form to
knife blades, which are mounted at the exterior of the sides of the vessel and
caused to reciprocate to and fro in a horizontal direction in a line with the length
of the vessel and I cause them to bo set edgewise when moving in the direction
that the vessel is to be propelled and at right angles to the line of the vessel's
movement when moving in the contrary direction.
The blades are made to extend from above the deep load water line nearly to
the keel of the vessel. Above the water line the top of each blade is secured to a
vertical axis.
This axis is mounted in bearings in a vertical frame secured near its lower end
to a strong horizontal bar which can be moved endwise to and fro horizontally in
guides secured to the vessel's side.
Preferably I employ on each side of the vessel two such bars each having
secured to them a frame or frames carrying a propeller blade or blades and one
bar I cause to be moved forwards whilst the other is moving backwards so that
the blade or blades carried by the one shall be propelling whilst the blade or blades
carried by the other are making their return stroke and are out of action and by
so doing I equalize the action of the propelling mechanism.
In order to give motion to the bars carrying the propolling blades I form a recess
on each side of the vessel preferably near its centre and abovo the water line.
At each of the two ends of cach recess I provide a stuffing box through which a

page_text: horizontal rod parallel with the vessels length is passed from inside the vessel.
The two rods which pass into each recess in the vessel's side are at different
elevations, so that they can work to and fro in the recess without interfering with
one another.
One rod is connected to one of the two bars carrying the propeller blade or
blades and the other to the other bar carrying the other blade or blades. One of
the rods on one side of the vessel is connected to one of the other rods on the
opposite side of the vessel by a horizontal lever within the vessel which can turn
on a centre above the line of the vessel's keel so that one rod shall move forwards
whilst the other moves backwards.
The two other rods are similarly connected by a second lever.
One lever is by a link connected to the piston rod of a horizontal steam cylinder
on one side of the vessels keel whilst the other lever is connected by a link with
the piston rod of another horizontal cylinder on the opposite side of the vessel's
keel.
The piston rods of the two cylinders are both connected by connecting rods to
cranks on a crank shaft on which is a fly wheel and also eccentrics for working
the valves for the admission and escape of steam to and from the two steam
cylinders.
High pressure cylinders may also if desired be placed just inside the vessel in a
line with the rods which give motion to the bars which carry the propeller blades
and the piston rods of these high pressure cylinders may be attached to these rods
and aid in giving motion to them or the high pressure cylinders may be placed
alongside of the low pressure cylinders and their piston rods be then connected by
links to the same horizontal levers to which the piston rods of the low pressure
cylinders are connected.
By arranging the engines in these ways they occupy but small space in the
vessel being all on one horizontal plane and that just above the water line whilst
the condensers and pumps of the engine may all be below them.
If it is desired that the engines should be entirely below the water line then
the bars carrying the propeller blades may be driven by vertical lever arms on axes
passing across the vessel."
In order to cause each propeller blade to stand out at right angles to the vessel
when moved in a direction to propel the vessel I form the vertical axis of the
propeller blade with au arm standing out radially from it which comes against a
stop when the blade is at right angles to the vessel and so prevents the blade
turning further. In the return stroke of the blade the pressure of water on the
blade turns it in the opposite direction until it comes into a line with the vessel's
movement.
Two stops are provided one on one side of the axis the other on the opposite
side.
One is brought into the path of the arm when the vessel is being propelled
forwards the other when it is being propelled backwards.
Preferably I use two such arms standing out in opposite directions from
the axis.
The stops are carried by vertical bars one on one side of the vertical axis of
the propeller blade the other on the opposite side.
The bars can be slidden to and fro in guides in the frame which carries the
bearings of the vertical axis.
At the top of the frame the two bars are connected to the opposite arins of a
lever so that when one bar is moved downwards the other shall be moved
upwards. On each bar is a flat sided projection facing the axis-this projection
forms the stop it can be brought to the level either of the top or the bottom
projecting arm on the axis of the propellor blade according as the bar is moved
upwards or downwards so that in whichever position the bars are placed the stop
on one bar will be on a level with one or other projection on the axis whilst the
stop on the other bar will be on a level with the other projection on the axis.

page_text: When the axis turns in one or other direction until the flat side of one projecting
arm upon it abuts against the stop on one of the bars it is stopped from turning
further in that direction and by moving the two bars carrying the two stops in
opposite directions into one or other of these two positions as above explained the
propelling blade will either be allowed to turn into a position at right angles to
the vessel when moving towards the stern and will therefore then act to propel
the vessel forwards or will be allowed to turn into this position when moving
towards the bow and will then propel the vessel astern.
In order that at the end of each return stroke of a propeller blade the blade may
be made to incline slightly outwards away from the vessels side so that on the
commencement of the acting stroke the propeller. blade may with certainty turn
outwards at right angles to the vessel I fix to the axis of the propeller blade two
spring arms at right angles to one another.
When the vessel is being propelled forwards one spring arm at the end of the
return stroke is made to come against a fixed stop and so give a slight turn to the
axis to turn the blade and make it incline slightly outward away from the vessels
side. The other spring arm acts in a similar manner when the vessel is being
propelled astern.
In order to allow of the vessel being propelled ahead or astern as desired
without stopping the engines, I affix to the lever to which the two bars carrying
the stops are connected a third arm and as the frame which carries the whole of
them is reciprocated to and fro horizontally by the propelling engines I cause this
lever arm to come against ono or other of two stops at one or other end of its to
and fro movement so that by the protrusion of one or other stop into the path of
the third arm of the lever the lover can be rocked in either direction and so the
propelling mechanism can at once be set to propel either ahead or astern without
stopping the engines.
The advantages derived by propelling vessels in the above manner are-
1. That the propeller is driven direct from the pistons without the intervention
of a crank.
2. That the action of the propelling blades is always in a line with the direction
in which the vessel is to be propelled.
3. That the reversing can readily be done from the bridge.
4. That the vessel can be steered by the propelling apparatus in case of
necessity.
5. That the propelling mechanism offers no obstruction to the vessel when sailing
the propelling blades being then all set edgewise or they might even be taken
away and stowed on the deck.
6. That a vessel can use its canvas with effect at the same time that the
propelling mechanism is also being used.
7. That a broken propeller blade could always be replaced from the deck.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said William Clark Cowie in the Great Seal Patent Office on the
21st December 1882.
WILLIAM CLARK COWIE of the Colony of Labuan Borneo at present residing at
the Covent Garden Hotel in the County of Middlesex "IMPROVEMENTS IN
PROPELLING VESSELS."
For propelling a vessel I employ vertical propellor blades similar in form to
knife blades which are mounted at the exterior of the sides of the vessel and
caused to reciprocate to and fro in a horizontal direction in a line with the vessel's
length and I cause them to be set edgewise when moving in the direction that the
vessel is to be propelled and at right angles to the line of the vessel's movement
when moving in the contrary direction.
The blades are made to extend from above the deep load water line nearly to
the depth of the keel of tho vessel. Above the water line the top of each blade is
secured to a vertical axis.
This axis is mounted in bearings in a vertical frame secured near its lower end
to a strong horizontal bar, which can be moved end wise to and fro horizontally in
guides secured to the vessel's side.
Preferably I employ on each side of the vessel two such bars each having
secured to them a frame or frames carrying a propellor blade or blades and one
bar I cause to be moved forwards whilst the other is moving backwards so that
the blade or blades carried by the one shall be propelling whilst the blade or blades
carried by the other are making their return stroke and are out of action and by
so doing I equalize the action of the propelling mechanism.
In order to give motion to the bars carrying the propelling blades I form a
recess on each side of the vessel preferably near its centre and above the water
line. At each of the two ends of each recess I provide a stuffing box through
which a horizontal rod parallel with the vessel's length is passed from inside the
vessel. The two rods which pass into each recess in the vessel's side are at
different elevations so that they can work to and fro in the recess without
interfering with one another.
One rod is connected to one of the two bars carrying the propellor blades and the
other to the other bar carrying the other blade or blades. One of the rods on one
side of the vessel is connected to one of the rods on the opposite side of the vessel
by a horizontal lever within the vessel which can turn on a centre above the line
of the vessels keel so that one rod shall move forwards whilst the other moves
backwards.
The two other rods are similarly connected by a second lever.
One lever is by a link connected to the piston rod of a horizontal steam cylinder
on one side of the vessel's keel, whilst the other lever is connected by a link with
the piston rod of another horizontal cylinder on the opposite side of the vessel's
keel.
The piston rods of the two cylinders are both connected by connecting rods to
cranks on a crank shaft on which is a fly wheel and also eccentrics for working
the valves for the admission and escape of steam to and from the two steam
cylinders.
High pressure cylinders may also if desired be placed just inside the vessel in
a line with the rods which give motion to the bars which carry the propellor
blades and the piston rods of these high pressure cylinders may be attached to
these rods and aid in giving motion to them or the high pressure cylinders may
be placed alongside of the low pressuro cylinders and their piston rods be then

page_text: connected by links to the same horizontal levers to which the piston rods of the
low pressure cylinders are connected.
By arranging the engines in these ways they occupy but small space in the
vessel being all on one horizontal plane and that just above the water line-whilst
the condensers and pumps of the engine may all be below them. If it is desired
that the engines should be entirely below the water line, then the bars carrying
the propellor blades may be driven by vertical lever arms on axes passing across the
vessel. Any suitable arrangement of stops may be employed to allow of the blades
on the return stroke being turned by the pressure of water against them into a line
with the vessel's movement and to allow of the blades turning outwards again into
a position at right angles to the vessel but no further at the commencement of the
acting stroke.
To allow of the vessels being propelled either ahead or astern the stops also are
made moveable, and provision is made for moving the stops without arresting the
working of the engines.
In order to ensure that at the commencement of each acting stroke the propellor
blade shall turn outwards away from the vessel and not inwards towards it the
propellor blade may at the end of each return stroke be made to incline slightly
outwards away from the vessel's side.
To effect this two spring arms may be fixed to the axis of the propellor blade at
right angles to one another. When the vessel is being propelled forwards one
spring arm at the end of the return stroke is made to come against a fixed stop
and so give a slight turn to the axis to turn the blade and make it incline slightly
outwards away from the vessel's side. The other spring arm acts in a similar
manner when the vessel is being propelled astern.
Figure 1 of the Drawings hereunto annexed shows a plan view and Figure 2 a
side elevation of a vessel fitted with propelling mechanism constructed as abovo
described. Figure 3 shews on a larger scale a plan view of the propelling
mechanism.
In these figures A A are the sides of the vessel. B is a recess formed in each
side. CC are two horizontal bars on each side of the vessel they are carried in
bearings D D which are fixed to the sides of the vessel-the bearings allow the
bars to be moved end wise to and fro lengthwise of the vessel.
One of the bars C on each side of the vessel is in front of the recess B and the
other in rear of this recess. Each bar has fixed to it a rectangular frame E shewn
separately on a larger scale at Figures 4 and 5 and in horizontal cross section at
Figure 6. In the frame is mounted a vertical axis F the axis extends down below
the bottom of the frame and carries a knife like blado G. On the axis F are two
short arms H standing out radially from it in opposite directions the frame carries
two stops I I' opposite to these arms, one on one side of the axis and the other on
the opposite side. The stops are fixed to vertical rods J by which they can be
moved up or down and the rods at their upper end are connected to the opposite
arms of a lever K. By a third lever arm K the lever K can be rocked on its axis
and the stops thereby moved in opposite directions so that when one of the stops
is on a level with the upper arm on the axis F the other stop is on a lovel with
the bottom arm-and vice versa; and when the stops are in the one position the
vessel will be propelled ahead, and when they are in the other position the vessel
will be propelled astern.
The diagrams Figures 7 and 7* shew the position and action of the stops when
the vessel is being propelled ahead, the sections Figures 7 are taken through the
line a a figure 5 and the sections Figure 7* through the line bb, and the diagrams
Figures 8 and 8* show the position and action of the stops when the vessel is
being propelled astern. Figures 8 are sections taken through a a Figure 5 and
Figures 8+ through b b.
The arrows show the direction in which the vessel would be propelled by the
propelling blade.
In order that the vessel may be propelled either ahead or astern at pleasure I

page_text: provide stop pins L L which are passed through stufling boxes in the vessel's side
in such a position that if either of them is protruded from the vessel the lever
arm K may come against it just before the bar completes its stroke in one or
other direction so that by protruding either one or other pin the arm K' can be
set to incline either forwards or backwards and thus the stops can be brought into
either of their two positions as desired.
To ensure that at the commencement of each acting stroke the propellor blade
shall turn outwards away from the vessel the axis of the propellor blade may as
above stated have two spring arms S secured radially to it upon opposite sides as
shewn at Figure 12 they may be secured to the axes say at the line cc Figure 11.
Just at the completion of each back ward stroke one of the spring arms would
strike against a stop on the vessel's side and would cause the blade to turn slightly
outwards. One spring arm would act in this way when the vessol was being
propelled in one direction and the other when the vessel was being propelled in
the other direction.
In place of the stops being formed in the manner shewn by the diagrams
Figures 7 and 8 they might be formed as shewn by the diagrams Figures 9 and 10.
In this case one stop would be out of action when the other was in action
and both stops would have to be either raised simultaneously or lowered simul-
taneously when the direction of propulsion is to be reversed. Figure 11 shews
how the simultaneously raising or lowering of the two stops may be effected by a
lever as in the former arrangement.
Figures 9 are sections taken through the line a a figure 11 shewing the two
positions of the blade when the vessel is being propelled ahead and Figures 10 are
sections taken through the line bb Figure 11 shewing the positions of the blade
when the vessel is being propelled astern-the stops I, I' having then been raised.
The way in which a to and fro motion is given to the bars C is shewn at
Figure 3. Each bar at its end which is next to the recess B is attached to a rod M
which passes through stuffing boxes at the two ends of the recess B. There are
two such rods on each side of the vessel one above the other as shewn at Figure 2.
One is attached to one bar the other to the other bar. One end of each rod is
attached to one arm of a lever or beam N which turns on an axis above the line
of the keel the other arins of the two beams or levers N are on the opposite side
of the vessel similarly attached to the rods M which are on that side of the vessel.
One beam or lever is coupled to the piston rod of a steam cylinder O the other
to the piston rod of a steam cylinder P. The piston rods of these cylinders are by
connecting rods also coupled to cranks on a crank shaft Q on which is a fly
wheel R and also eccentrics for working the slide valves of the steam cylinders.
The rods M might also as shewn be attached to the piston rods of steam cylinders S,
and these cylinders might serve a high pressure cylinders and the steam might be
expanded from thein into the other cylinders. Or high pressure cylinders might
be placed alongside of or at the ends of the other cylinders.
The advantages derived by propelling vessels in the above manner are:-
1. That the propellor is driven direct from the pistons without the intervention
of a crank which allows you to get full benefit of power of engines throughout the
stroke.
2. That the action of the propelling blades is always in a line with the direction
in which the vessel is to be propelled.
3. That the reversing can readily be done from the bridge.
4. That the vessel can be steered by the propelling apparatus in case of
necessity.
5. That the propelling mechanism offers no obstruction to the vessel when
sailing the propelling blades being then all set edgewise or they might even be
taken away and stowed on the deck.
6. That a vessel can use its canvas with effect at the same time that the
propelling mechanism is also being used.
7. That a broken propellor blade could always be replaced from the deck,

page_text: Having thus described the nature of my Invention and the manner of performing
the same, I would have it understood that I claim :-
First. The combination of apparatus for propelling vessels substantially as
herein before described.
Second. The combination of the propellor blades G axes F stops I and bars C
reciprocated to and fro horizontally along the vessel's side above the water lino
and all acting together substantially as described.
•
Third. The combination with the above, of levers K K¹ and stop pins L which
can be thrust out from the vessel's side for the purpose described.
•
Fourth. The combination of the propellor blades G, bars C, rods M levers N and
steam cylinders O. P all acting together substantially as described.
In witness whereof I the said William Clark Cowie have hereunto set my
hand and seal this Twenty fourth day of July in the year of our Lord
One thousand eight hundred and eighty two.
A AAWI
W. C. COWIE. (2)