IMPROVEMENTS IN SCREW PROPELLING AND OTHER VESSELS FOR NAVIGATION
Year: 1878

page_text: LETTERS PATENT to Léon Somzée, of Brussels, in the Kingdom of Belgium,
Engineer, for the Invention of "IMPROVEMENTS IN SCREW PROPELLING AND
OTHER VESSELS FOR NAVIGATION."
ed the 24th December 1878, and dated the 27th June 1878.
PROVISIONAL SPECIFICATION left by the said Léon Somzée at the Office
of the Commissioners of Patents on the 27th June 1878.
LÉON SOMZÉE, of Brussels, in the Kingdom of Belgium, Engineer. "IMPROVE-
MENTS IN SCREW PROPELLING AND OTHER VESSELS FOR NAVIGATION."
This Invention relates to various improvements in ships, and in the means of
propelling the same, the main object being to enable the navigators to manoeuvre
ships with greater facility and certainty than when they are constructed and pro-
pelled in the ordinary manner.
The Invention may be divided and described under three heads, consisting,-
First. Of an improved mode of mounting and of transmitting motion to the
screw propeller.
Second. In place of the fixed keel a series of moveable blades are employed,
which will fulfil the duties of and act as an ordinary keel.
Third. The use of an additional rudder or safety rudder, which may be adapted
to the stem or prow of the vessel.
These several improvements are intended to facilitate the evolutions of the
vessel,
The first improvement consists in connecting or attaching the propelling screw
to the end of the propellor shaft by means of a kind of universal joint, so that it
can, when required, be placed at an angle to that shaft.
In carrying out the Invention the screw (with the joint, whereby it is connected
to the propellor shaft) is mounted in a frame, part of which is capable of turning
horizontally in either direction on a vertical axis, which is coincident with the
vertical axis of the universal joint.

page_text: As it will be found convenient to be able to raise the propellor out of the water
for repairs or other purposes its frame is mounted in vertical guides in a well, up
which it may be drawn by means of any suitable tackle.
It will of course be understood that before the propellor can be drawn up to the
surface that part of the shaft on which it is mounted must be detached from the
longitudinal shaft inside the ship.
The framing of the screw propellor may be moved on its vertical axis cither by
means of worm wheels or toothed gear, or by means of a simple lever adapted to
the upper end of a rod, which is in line with the vertical axis of the frame.
It will now be understood that the propellor may be set at any angle to the
driving shaft within the limits of 90° in either direction. A rudder is placed
behind the propellor, and is worked in the usual manner.
may be
Instead of mounting the screw propellor in a frame as just described, it
mounted in bearings in a forked bridle piece at the lower end of a vertical shaft,
which extends up through the deck, and is worked in the same way as a rudder.
The propellor is keyed on to the end of a short shaft, which is connected to the
driving shaft by an universal joint or an equivalent device, as in the former
instance.
Instead of connecting the propellor shaft to the driving shaft by an universal
joint these two shafts may be entirely disconnected, and motion may be transmitted
from the driving shaft to the propellor by means of bevil gear, to which end a
bevil toothed wheel on the outer end of the driving shaft is made to gear into and
drive an intermediate bevil wheel mounted on a fixed vertical stud. A similar
bevil wheel is keyed on to the inner end of the propellor shaft, and gears into the
intermediate wheel, so that this latter, when actuated by the bevil wheel on the
driving shaft, will impart motion to the propellor shaft at whatever angle this latter
may be in relation to the driving shaft.
The second improvement consists in adapting to the keel, or rather to the keelson;
of the vessel, a number of moveable plates, which are ranged in a line along the
keelson, and are capable of being raised and lowered when required, for which
purpose recesses are provided for them in the keelson. The ordinary fixed keel of
a ship is a hindrance when performing some evolutious, and if it could be dispensed
with these evolutions could be performed with greater facility and certainty. The
object of the present improvement is therefore to dispense with the ordinary fixed
keol, and to use moveable plates in place thereof, so that when certain evolutions
are to be performed the moveable keel may be drawn up out of the way until the
evolutions are over, when the moveable keel may be again lowered, so as to act in .
place of a fixed keel.
The next improvement consists in adapting to the stem or fore part of the vessel
a jointed rudder, which will materially assist in manoeuvring the vessel.
Another improvement specially adapted for ships of war consists in adapting to
the sides of vessels moveable jointed armour for the purpose of protecting the
vessel from torpedoes. To this end the moveable armour is constructed of a number
of steel plates of suitable strength and thickness jointed or otherwise connected
together, so that they may hang down in front of the sides like a curtain, which
will be suspended a short distance from the ship.
When not in use as a protection the curtain or shield may be drawn out of the
water by means of any suitable tackle on board, but is so suspended that it may
be easily and quickly dropped when required.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Léon Somzée in the Great Seal Patent Office on the 27th December
1878.
LÉON SOMZÉE, of Brussels, in the Kingdom of Belgium, Engineor.
MENTS IN SCREW PROPELLING AND OTHER VESSELS FOR NAVIGATION."
IMPROVE-
This Invention relates to various improvements in ships, and in the means of
steering and propelling the same, the main object being to enable the navigators to
manoeuvre or guide ships with greater facility and certainty than when they are
constructed and worked in the ordinary manner.
The Invention may be divided and described under four heads, consisting,-
First. Of an improved mode of mounting and transmitting motion to the screw
propeller.
Second. The application, instead of the fixed keel, of a movable or retracting
keel and of a series of movable blades or plates, which when brought into use will
facilitate the performance of evolutions by the ship.
Third. The use of an assistant rudder, which may be adapted to the stem or
foremost part of the vessel.
Fourth. Of armour plates, which are capable of being adjusted to afford temporary
protection to the most vital parts of war ships.
The first part of my Invention consists in so connecting or attaching the pro-
peller screw to the end of the driving shaft by means of a kind of joint or wheel-
work that it can be placed at an angle to said driving shaft, and is represented in
the first twenty-two Figures of the accompanying Drawings, with reference to
which the following description will be easily understood:-
:-
Fig. 1 represents a sectional elevation of the stern of a ship fitted with a pro-
peller according to my Invention, and Fig. 2 is sectional plan of the same.
A is the timberwork of the ship; B, the keel; C, the stern post; D, the rudder.
The aftermost part of the ship is so arranged that the whole propeller system
G, H, I, L, M, may be raised out of the water by means of any suitable tackle
fastened to the ring F for the purpose of repairing or replacing the same by an
ordinary screw with its frame, or by another propeller of our construction.
The space into which the propeller can be drawn has the shapo of a well shut off
hermotically from the other part of the ship by a movable platform or floor sup-
ported on beams E.
The piece G, H, I, can be raised and lowered, moving thereby in a vertical
guide K formed on a prolongation of the stern post, and when down it is held in
place and prevented from turning horizontally on the axis P, Q, by said guide,
as well as by the cross piece G and the tenon I. The latter, I, fits into a recess or
mortice, while the former, G, is inserted and firmly adjusted in the timberwork of
the ship; besides, the links 8, 8, 8", serve to maintain the frame L of the propeller
in the position which it ought to occupy with relation to the vertical axis P, Q.
Lis a frame which carries the propeller, and is capable of turning horizontally
on the vertical axis P, Q. The angle of deviation from the main driving shaft is
limited by the adjustment of the parts O, O¹, and cannot go beyond ninety degrees
in either direction. M is the screw propeller; N, the driving shaft; 0, 0¹, a kind
of Hook's or universal joint, or a Dutch joint. The same may consist of one of
the various descriptions known under the name of ball-and-socket joint, a longi-
tudinal section of which is shewn on an enlarged scale at Fig. 5; or of a con-
centrical ring joint, of which a front and side view is given at Figures 6 and 7; or
of an alternately perpendicular hinge joint, properly called Cardan's joint. This
latter joint however has been greatly modified by the suppression of one of the
bolts, and the application of a hoop with open eyes. This improvement permits of
the joint being brought to a practical form, and at the same time to be reduced in
bulk to such a minimum that-the weight not directly or falsely supported will not

page_text: be greater than in the case of an ordinary propeller, and the moments of torsion
but few. In a word, it permits of such an adjustment of the whole mechanism, as
will not be injurious to the solidity of the propeller.
In order to prevent said joint from becoming dirty it is, shewn at O as being
surrounded with two nearly concentrical hemispheres. The rim of one of the
latter grows slightly wider from the largest circumference that stands perpendicular
to the main shaft, and so covers by some inches the other one fixed to the propeller
shaft that a horizontal angular motion can take place, which will not interfere with
the rotation of the screw.
Said hemispheres O, O', may be provided with helical blades, the action of which
would enhance the power of the main screw, both for propelling the ship in a
straight line, and for altering and varying her course.
P.is a vertical axis passing through the centre of rotation of the joint O, O', that
is to say, through the point of intersection of the propeller axle. and the main
shaft. R is a bearing intended to maintain the vertical axis of the propeller
system in that position which it ought to occupy; it is so contrived that it can be
easily disconnected from the axis of the frame G, H, I, L, which of course is
indispensable whenever the whole mechanisin shall be drawn up out of the water.
S represents the manner in which the propeller shaft and joint are hafted or affixed
to the driving shaft. This is the so-called T connection now commonly in use,
and need not be described. T, U, V, are journals, of which U may be dispensed
with, leaving the joint and propeller shaft only supported by the two other
bearings T, V. In this case however they should be placed closer together, and the
journal at T supported on a greater length.
As it has been said already the whole propeller system is so arranged that it can
be raised out of the water into an upright shaft situated over the apparatus in the
after body of the ship, thus permitting of its being easily repaired whenever it
.should be necessary. Nothing prevents that the ship provided with our apparatus
nay also hold in stock an ordinary interchangeable propeller, which could be
temporarily put in place of the likewise interchangeable and horizontally movable
system. When this is intended the stern post of the ship should be made suitable
for both cases.
Instead of connecting the propeller axle to the driving shaft by a Cardan's,
Hook's, or other joint, these two shafts may be entirely disconnected, and motion
may be transmitted from the driving shaft to the propeller by means of bevel
.gear, for which purpose a bevil toothed wheel on the outer end of the driving
shaft is made to gear into and drive an intermediate bevil wheel mounted on a
fixed vertical stud. A similar bevil wheel is keyed on to the inner end of the
propeller shaft, and gears into the intermediate wheel, so that this latter, when
actuated by the bevil wheel on the driving shaft, will impart motion to the propeller
shaft at whatever anglo this latter may be in relation to the driving shaft. This
three-pinion arrangement is illustrated in Figures and +, in which the various
parts of mechanism corresponding to those in Fig. 1 have received the same
letters of reference.
The angular motion in a horizontal plane after the manner of a rudder is com-
municated to the propeller by means of a reversing handle, a pinion, or any other
wheel acting on the axle P by means of any of the various devices actually in use
for turning the rudder and controlling the angle of deviation. An arrangement
of this kind is shewn, Figures 8 and 10. For large vessels, however, these primitive
means will not be effectual enough, for the question is here to dispose of a power
sufficient to turn the ship quickly, power which for this reason will be sometimes
considerable. In the latter instance the horizontal angular notion is imparted to
the propeller by a particular self-acting apparatus, illustrated in Figures 11 and 12,
which are a longitudinal section and plan of the same.
By this contrivance all the required power for turning the ship, whether she is
running backwards or forwards, is obtained from the main shaft N in the very
moment it is wanted, and then transmitted to the vertical or steering axle P by a

page_text: special device in such a manner that the deviation of the propeller axis from that of
the driving shaft cannot surpass the given limits. A single man has the whole
mechanism in his power, and actuates it by means of a reversing lever L ; he is even
informed at every instant of the exact angular deviation of tho propeller from the
axis of the vessel; he can vary the steering power at his will and at a moment's
notice, and thus guide the ship with that complete security which cannot fail to
notably improve her course.'
It is to be well understood that this part of my improvements does not only consist
in a number of arrangements, evidently much variable as to adjustment and con-
struction of the different parts of mechanism, but essentially in the idea of inter-
secting between the driving shaft and the propeller axlo or link, which will permit
to change the position of the propeller with relation to the axis of the ship, without
diminishing the revolving. action of the shaft, and thus facilitate the steerage of the
ship. However, certain arrangements may be considered as realizing more practically
all the desirable conditions, and of this number the following lately improved types
of construction may be mentioned :—
1. The propeller system, as applicable to torpedo ships, shewn at Figures 13, 14,
15. Fig. 13 represents a longitudinal section of the ship's hull taken through the
axis of the propeller; Fig. 14 is a front clevation of the stern post, partly in section ;
and Fig. 15 is a partial sectional plan of Fig. 13.
In this arrangement a, a, is a supporting frame fixed to the stern post e, e; b, an
arch, movable on its trunnions, which work in the said frame; and c, c¹, the
pro-
peller and driving shaft, connected together by the improved Cardan's joint c', is
guided towards the steam engine in a long socket of phosphor bronze, which fits the
oye of the frame a. Said socket is provided with wedge-shaped tongues; and its
wear may be constantly compensated by means of an adjusting device f, g, h; c is
the propeller shaft carried by the arch b, which has some similarity with a cranked
axle. The upper trunnion of this arch is connected with the vertical axis P by the
coupling box d, so that the propeller can be set at the angle under which it shall
work when the course of the ship has to be changed. In the two cases of motion,
the pressure of the propeller is directly transmitted to the frame a, and to this effect
the constituting parts of the joint are furnished with two sufficiently prominent
collars, dividing the pressure over a larger surface.
2. The construction with a cylinder, as represented in Figures 18, 19, and 20.
Fig. 18 is a longitudinal section through the axis of the screw propeller; Fig. 19 is
an end view; and Fig. 20 is a plan. In this case the whole movement is inside the
ship, because the stern post is provided with a support s in the shape of a cage or
box firmly fixed to it; the movable part of this cage carries the propeller shaft c,
and is maintained in an invariable position to the vertical axis P by means of a
strong stud v. The axis P is adapted to the upper end of the movable piece 7, and
transmits the angular motion to the screw propeller. In order to prevent a great
wear and tear of the surfaces in contact of the cage and the movable piece, an
antifriction disc q is inserted; this disc is furnished with ribs engaging into the
movable piece r. The driver and propeller shafts are working in bearings of bronze
lined with lignum vitæ.
3. The construction with a re-inforced frame bolted to the keel or bottom of the
ship, rendering the whole propeller system very strong, and offering a perfect hold
or support to the screw. It illustrates at the same time a very practical mode of
adapting the angularly moveable propeller to the various kinds of wooden or iron
ships. The details are shewn in the Figures 21 and 22, which are respectively a
longitudinal section through the axis of the propeller, and a horizontal section led
through the axis of the bearing, which has the shape of a tube passing through the
stern post. a, a, is the re-inforced frame, forming part of the keel; B, B, is the
supporting arch in which the propeller works; C, C¹, are, as in the former case, the
propeller and driving shaft.
4. The advantageous construction combining the ball joint represented at

page_text: Fig. 5 with the re-inforced frame bolted to the keel of the ship, as described
before.
Figures 16 and 17 represent respectively a longitudinal section and a plan of the
same; the various parts corresponding to those mentioned in the foregoing chapter
have received the same letters of reference.
Besides the above specified constructions such arrangements may be adopted in
which the joint of the propeller is inside the ship. I do not intend to enter upon
the details of them; it suffices to say that they may be carried out and used as
practically as those already indicated in this Specification.
5. Instead of one propeller provided with a joint situated either inside or outside
the ship, I intend to attain the same end by using two propellers, the axes of which
are able to form an angle with relation to the diametrical plane of the slip.
Fig. 9 shows a longitudinal section of such an arrangement.
The two propellers working at the same time are so mounted that their resulting
action neutralizes the inclined effect always obtained by the application of only one
propeller. The power necessary for the angular motion is derived from the main
shaft A by means of an apparatus indicated at N, and similar in construction to
that illustrated, Figures 11 and 12. U is a toothed wheel driven by an endless
:screw fixed on the main shaft A. The longitudinal shafts a, a, receive motion from
the axis of the wheel U and the intermediate conical gearings 1, 0, p, and transmit
it to the two sectors S, S, while their direction of motion can be changed by an
engaging and disengaging coupling or clutch, put in action through the engineman
by turning the hand wheel R. All the manoeuvres of the ship can be performed
by a single man, who by means of the hand wheel R and the reversing lever L of
the engine E imparts to her all the motions ho desires.
The main shaft A is driven by a duplex cylinder engine E, receiving steam from
two boilers D, D¹, placed along the ship on each side of the engine. The amplitudo
of the angular motion of the propellers is only limited by the stem and stern posts
of the vessel, and whatever angle the propollers may be placed in their mechanical
action will always reinain the same, because the power is transmitted to them by
means of conical gearings of the same diameter, which, as it is well known, give
rise to the least friction between two shafts working together under any considerable
angle.
The two propellers may be set at a distance from the stern and stem posts of the
ship, so that they could make an entire revolution on their vertical axes and prevent
the necessity of reversing the motion of the engine when the ship has to pursue a
contrary direction. However, this improvement will necessitate the application of
new types of machinery, which might bring a complete change in the construction
of vessels, and it is for this reason that I do not yet specially insist upon its
application.
In many cases, and specially when my idea of imparting angular motion to the
propeller shaft shall be applied to the mercantile navy, a waterproof and flexible
envelope, consisting of caoutchouc, cloth covered with caoutchouc or rubber, leather;
or any other suitable material may be employed. This covering would have to be
fixed with one of its ends to the hull of the ship by means of a flange similar to
that of a preserve bottle, and with the other to a ring or bearing of bronze, through
which the propeller shaft is passing with a slight friction. In this manner the link
or joint of the shaft would be separated from the water, and be always accessible
from the interior of the ship.
The movable ring or bearing might be kept in place by two horizontal guides,
and that portion of the shaft which is surrounded by the flexible covering might
be provided with a garniture preventing any friction between them. This latter
device will permit to place the aforesaid three pinions, or Cardan's, or any other
joint, inside the ship without necessitating other extraordinary contrivances for
obtaining the deviation of the propeller shaft than that of a plain exterior support
movable with the frame of the propeller.

page_text: In order to obtain a still greater degree of sensibility in the working and turning
of ships constructed according to the first part of my Invention, the possibility of
suppressing the projection of the keel on its entire length, and even of temporarily
raising the cutwater of the stern might prove advantageous.
The second and third part of the Invention consist therefore in substituting.
a for the keel, a number of movable plates of bronze, iron, or otherwise, which may.
be lowered after tho vessel has been turned; b for the cutwater, a kind of jointed
rudder.
A certain number of the plates may be arranged along the keel of the ship, and
a simultaneous motion transmitted to them by ropes or jointed bars actuated by
one and the same driving mechanism.
It is evident that a recess must be provided in the bottom or keel of the ship for.
each plate. They may also be adapted to a metallic bed adjusted in the hull of a
ship, and pushed out or withdrawn each by means of a bar passing through a
stuffing box. A rack fixed to each of the bars, and gearing into a toothed wheel
keyed to a horizontal shaft, would have to be actuated through the latter by means
of a pinion moving thereby all the plates simultaneously.
To complete the third part of the Invention I suppose that a second jointed
rudder, such as that shewn at D, Fig. 1, and placed at the fore part of the ship, will
materially assist in manoeuvring the same.
Figures 25, 26, and 27 shew arrangements of moveable keel and plate adapted
to the sides of the hull. Fig. 25 illustrates the manoeuvre for stopping ship;
the rudders of the keel are in a normal position with relation to the direction of
the motion; the plates are projecting from the sides of the bull. Fig. 26, the
manœuvre for turning the rudders, and the plates aro withdrawn into their
respective recesses. Fig. 27, the ordinary manoeuvre for navigation; the movable
keel is left down in place; the plates on the sides of the ship are drawn into their
recesses or beds. In these three Figures, which represent a hypothetical sketch on
a scale variable according to requirements, are A, the rudder of the keel; B, the
moveable plates on side of the hull; C, the movable keel.
An additional improvement, specially applicable for ships (men) of war, and con-
stituting the fourth head of this Invention, consists in adapting to the sides of the
vessel movable jointed armour for the purpose of protecting the vessel from torpedocs.
To this end the movable armour is constructed of a number of steel plates of suitable
strength and thickness, jointed or otherwise connected together, so that they may
hang down in front of the sides like a curtain, which will be suspended a short
distance from the ship. When not in use as a protection the curtain or shield
may be drawn out of the water by means of any suitable tackle on board, but it is
so suspended that it may be easily and quickly dropped when required.
Figures 23 and 24 aro hypothetical sketches of such an armour, showing partly
its position when dropped and partly when it is drawn up.
Figures 28, 29, 30, and 31 represent respectively a longitudinal section, two semi-
plan views, an end elevation, and a cross section led through the midship frame of
a vessel running at a great speed, about 9 knots, and being provided with water-
tight or armour-plated compartments, movable keel, and a propeller firmly mounted
and capable of turning horizontally; the hull of the ship may be constructed of iron
or steel plates.
I reserve to myself the right of applying the above-mentioned improvements to
all kinds of flotations or ships jointly or separately.
In a naval battle these improvements will evidently assure to monitors and men-
of-war the superiority over others having only an ordinary rigid driving shaft, in
consequence of the facility with which the former would be able to avoid collisions,
and to run the latter down by attacking their flanks.
Vessels carrying batteries would much profit with regard to shooting, and
specially when beseiging fortified places, or fighting against other vessels, considering
that by the casiness of turning they could put themselves almost immediately after
the firing of a broadside in the most favorable position. Indeed naval tactics could

page_text: be entirely modified, for by tho relative powerlessness of the projectiles acting upon
the carapace of the armour-plated ship there is nothing left but the transformation
of the ship herself into a projectile, which could decide the fate of a naval battle,
and by the articulated propeller the battering ship is really converted into a pro-
jectile, easily directed and manageble to the highest degree in the hands of its com-
mander.
The angular motion of the propeller of a Whitehead torpedo could be imparted
after they have been launched and during their travel, by the medium of electric
wires carried along by the torpedo, but remaining with their extremities in the
hands of the operators on board the ship. In this manner the torpedo could not
only be darted against a certain point determined beforehand, but its direction
regulated and varied, even whilst in motion.
As to the mercantile navigation, collision will be easily if not entirely prevented,
since two vossels on the point of dashing together, on account of a heavy fog_or
from any other cause, would still have the chance of getting out of the way by
simply turning the angularly-movable propeller, even should the separating distance
be only a few yards.
In ports again, the enormous amount of time wasted by the manœuvres for
getting under sail or for arrival, the damages due to the bad management would be
saved in a great part, ships would no longer be obliged to run alternately
forwards and backwards in zig-zag, and finally in the perpetual danger of destroying
their neighbours, or of being readily foundered themselves before succeeding in
leaving the port or coming to anchor.
Having now described the various features of my Invention, and shewn how the
same may be applied, I wish it to be understood that what I claim and desire to
have secured by these Letters Patent is,-
First. The special arrangements exhibiting the practical manner of providing the
propeller shaft with a suitable joint for the purpose of adjusting the propellers to
any angle in a horizontal plane, substantially as described above, and illustrated in the
accompanying Drawings.
Secondly. The improved Cardan's joint, as set forth with reference to the
Drawings.
Thirdly. The mechanism for transmitting angular motion in a horizontal plane
directly from the main driving shaft to the propeller, thus enabling the deviation of
the propeller from the axis of the ship to be effected with any desired velocity, sub-
stantially as set forth with reference to the Drawings.
Fourthly. The movable keel replacing the ordinary fixed keel, as set forth.
Fifthly.. The movable plates adapted to the sides of the ship's hull as set
forth.
Sixthly.. The jointed rudder at the foremost part of the ship, arranged as set
forth.
Seventhly. The jointed armour for protecting ships, capable of being let down or
raised out of the water at pleasure, substantially as set forth.
Eighthly. The various constructions and arrangements, substantially as set forth
in this Specification, and illustrated in the accompanying Drawings.
In witness whereof, I, the said Leon Somzée, have hereunto set my
hand and seal, this Twenty-fourth day of December, in the year of our Lord
One thousand eight hundred and seventy-eight.