Year: 1887

page_text: Date of Application, 24th Aug., 1887
Specification Accepted, 25th Oct.. 1887
I, EMMANUEL GRIFFON, of Bordeaux France Engineer, do hereby declare the
nature of this invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :-
This apparatus for propelling ships or vessels is different from those that have
hitherto been suggested or adopted in the actual practice of navigation. Nor has it
any analogy to the two rotary devices now in use, viz. the paddle wheel and the
screw propeller.
All competent men are aware of the fact that, whatever the motive power for the
operation of either a paddle wheel or a screw-propeller may be the speed obtained in
proportion to the power employed is always insignificant.
Thus, we often find especially in large-sized modern vessels, that the motors are
apt to develop a formidable horse power, resulting in an almost fabulous, but at all
events ruinous consumption of coal.
Now to set forth herein the multifarious causes of this short-coming of paddle
wheels and screw propellers as regards their actual efficiency in the speedy propulsion
of ships does not lie within the province of my task. They are all well known to
engineers and are explained in many technical works. I may, however, point out
that (1) the obliquity produced by the rotary motion of the two propellers mentioned,
(2) the considerable recoil resulting from their action on the water, and (3) the fact
that the resultant of propulsive pressure does not pass through the centre of gravity
of the boat, are the three chief defects which counteract the power developed by the
motor engine and proportionably retard the motion of the vessel.
Many persons who have enquired into the subject have realized the drawbacks of
the rotary propellers, the principle of which is not exemplified in any of the aquatic
animals. Many too, have attempted to devise a means of exercising a direct action on
the water. But none of them have been able to contrive a mechanism both convenient
and reliable for the propulsion of ships by direct horizontal traction; a principle, to
the truth of which those searchers were fully alive, but which they have been
unsuccessful in carrying out in practice. One of the most eminent among them M. de
Jouffroy fils has grappled with this problem for a very long time and his Palmiped".

page_text: system, though a very rudimentary contrivance, has nevertheless demonstrated with
sufficient clearness, through the results it has produced in regard to speed and
economy, that the practical application of the theory of rectilinear propelling is the
only means likely to enable steam ships to make a more efficient use of their motive
power and thus bring about the two fold advantage of increased speed and an appreciable
saving of fuel.
Starting therefore from the principle that the only correct method of propelling
ships is by direct horizontal traction, I have endeavoured to carry out such a method
in practice, by means of the system forming the subject of the present specification.
This I shall now proceed to describe in as clear and complete a manner as possible.
In the accompanying drawings.
Figure 1 is an elevation shewing the complete ship, but with a portion broken
away so that the mechanism operating the propelling devices may be seen.
Figure 2 is a plan view of the whole, shewing the general arrangement of the
propelling apparatus.
Figure 3 is a transverse section of the boat.
Figures 4 and 4 represent on a larger scale partly in vertical section, and partly
in elevation, the mechanism operating one of the propelling devices at the head of the
vessel.
Figures 5 and 5 are plan views corresponding to Figures 4, 4b.
Figure 6 is a cross section of the rocking mechanism adapted to control the
alternate rising and sinking of the propeller paddles, and to operate the reversing gear
so as to alter the direction when necessary.
Figure 7 comprises detail views of what I term the "tilting" lever, enclosed in the
oscillating case.
Figure 8 comprises the arrangement of the springs of the parallelogram, adapted
to instantaneously overturn the tilting lever directly the driving shaft is released.
Figure 9 shews the manner in which the driving shaft is fitted in the bottoms of
the oscillating cases, the whole group of which I shall hereinafter terin the "rocking
frame."
Figure 10 is a sectional view both of the balancing mechanism designed for counter-
balancing the paddles, and the other similar mechanism the object of which is to
counteract the tendency of the shaft to turn round on its own axis when the vessel
rolls; this Figure also shews the disconnecting mechanism whereby the shaft is thrown
out of gear at the end of each stroke.
Figure 11 comprises various transverse sections of the disconnecting gear of the
roll-counterpoise.
Figure 12 shews in full and in dotted lines the two positions the paddles assume
(1) when they move in the required direction for propelling the ship, and (2) when
they move without any useful effect to emerge again above the water.
Figure 13 comprises detail views of the construction of the paddles, and the stays
or tie rods holding them in place.
Figure 14 is a detail view of the paddle protecting drum.
Figure 15 represents in a side and a front view, respectively, the apparatus destined
to automatically counteract the effects of the pitching of the ship; and
Figure 16 represents in several views the "index" of the direction in which the
steamer advances.
Whatever may be the type of motor chosen, it will actuate my propeller mechanism
with an equal efficiency, more or less and it has accordingly been omitted from the
general plan. It is sufficient to connect it with cranks 1, 1, Figures 1 and 2 attached
at right angles to the transverse driving shaft 2. The only thing to be observed is
that the position of the motor cylinders must not be either horizontal or vertical, but
inclined as is roughly indicated in Figure 1.
It will be understood that in the vertical position they would have to actuate
cranks 11, by means of connecting rods which are too short, and to work at one of the
most unfavourable angles, during the operation of the same; and in the horizontal
position they would be placed too high; now if due regard be had to the stability of

page_text: GLE WHOT weight of me motor engine an
its attachments should be distributed as far below the floating line as practicable.
Unlike most marine engines, which are provided with two eccentrics (the one
serving for the regulation of the forward motion, and the other for the control of the
backward motion) my propelling mechanism requires only one which is thus
assimilated to the stationary engines used in factories. The devices are thereby
simplified, and no special apparatus such as link motion or any of the types of
apparatus generally employed in marine engines is requisite. In my apparatus the
clutch or gear for instantaneously reversing the direction of the motion of the ship is
entirely independent from the engine, which must continually turn in the same
direction.
1, 1 are cranks to which the engine or motor is coupled.
3, 3, 3, 3 are disc shaped cranks firmly keyed on the driving shaft 2.
2 is the transverse driving shaft.
4, 4, 4, 4 are the supporting frames carrying the driving shaft bearings 2 Figures 1,
2, 4 and 5.
As the propelling arrangement shown in the drawings (Figures 1, 2, 3, 4, 4bis
5 and 5) is composed of four exactly similar parts, I shall in order to facilitate the
comprehension of my system refer only to one of these parts in using the Figures of
reference above given, but at the same time I shall point out whatever peculiarities
relate to the apparatus when viewed as a whole. 5, 5, 5, 5 are the cases wherein the
mechanical devices operating the propellers are contained. In order therefore to
understand clearly my propelling apparatus Figures 4, 4 bis and 5, 5 bis should be
chiefly inspected as these views are drawn to a much larger scale than the general
plan views.
To the crank pin of the crank or eccentric 3 the connecting rod 6 is connected
Figures 4 and 5 the other end of the rod being pivotted at 6' to the cross head.
The cross-head has a rectilinear reciprocating motion between the slide bars 71, one
of which rests upon supports 8 of any suitable construction, the arrangement being
the same as in horizontal engines.
This cross-head presents a peculiarity consisting in the fact that it may be
considered as a sort of movable bearing, to which the end of the propelling rod 9 is
connected; it is however, composed of two parts the same as an ordinary bearing
including the removable top gland, which may be rendered stationary by means of
bolts. By lifting the said top gland, the head 91 of the propelling rod 9 may be seen,
presenting the shape of a collared buffer. In Figure 4 the cross-head is cut per-
pendicularly to its plane, so that the recessed portion of the head 9¹ may be seen.
The head 9 hears against the cross-head 7 during the reciprocating motion of the
propeller rod 9, causing alternately compression and tension, it is however capable
of free motion within the cross-head the reason for which provision will be hereinafter
explained.
The propeller rod 9 projects from the boat passing through the dead work of the
same, in 10, Figures 1, 2, 4 and 5bs and terminates inside the casing 11 which is
located towards the extremity of the vessel; the said casing 11 serving as a guide,
while at the same time it supports the end of propeller rod 9.
Upon the propeller rod 9 a lever 12 is arranged which I term the "tilting" lever
Figures 4, 5, 6, and 7 hereinafter described.
At the point where propeller rod 9 issues from rocking case 5, flanges 13 are
shewn, which serve as a means of connection for the said propeller rod Figures 4, 5,
10, and 11.
As a continuation of the socket a collar 14 is provided formed of two movable parts
bolted together like ordinary plummer blocks; the said collar is keyed upon the
propeller pitman.
Beyond the roll-counterpoise 15, but in close vicinity thereto, another collar 14¹ is
arranged, exactly similar to that shewn in 14. Thus the roll-counterpoise 15 is
maintained by two collars 14 and 14', while remaining capable of free movement
between the same.

page_text: In close proximity to the collar 14', a lever 16 is fixed on the propeller pitman;
and provided with a ball terminating in a nut which keeps it and the lever 16, in
their place. This ball with its lever must exactly counterbalance the weight of the
propelling apparatus.
Side by side with this ball lever, serving as a counterpoise for the propelling
apparatus the block or bearing 17 is shewn resting upon a bracket attached to the
boat, and supporting the propeller rod 9.
The propeller rod 9 projects beyond the block 17, passing, as I have already stated,
through the dead works of the same, at which point a stuffing box 10, is arranged,
through which the said rod passes and which it affords additional support.
Outside of the vessel the said propeller rod 9 is in addition supported by several
bearings 18 resting upon a sort of bracket which is firmly attached to the boat, and
consolidated by means of a vertical iron armature firmly fixed to drum 19, i.e., the
protecting case enclosing the whole of the external mechanism.
The two paddles 20 are firmly keyed upon the propeller rod 9. This pair of
exactly similar paddles is so arranged that a sufficient space is left between the two,
while they are united by cross ties 21; they are, moreover, made perfectly rigid by
means of stays or tie-rods 22.
It will now be readily understood that when the driving shaft 2 causes the disc-
cranks 3 to revolve, the connecting rod 6 is set in operation, and will either pull or
push the cross-head 7, as the case may be, and consequently the propelling rod 9 on
which the tilting lever 12, as well as paddles 20, 20, are fixed, will also be pulled or
pushed, by its head 9 and in its reciprocating movement, will run a distance equal to
the diameter of the disc-crank i.e., in the case assumed in the drawing the distance
of about 40 inches.
As shewn in the general views Figures 1, 2, and 3, my propelling apparatus is
composed of four devices two of which come into operation together, alternately, for
propelling the ship; they are situated, respectively, at larboard and starboard,
fore and aft.
While one pair of such devices is immersed and consequently propels the ship, the
other pair, being as yet above the water, noves in the opposite direction, but without
any useful effect a distance equal to that which the ship advances during the
immersion of the first pair; and this takes place without any retarding resistance
(except the friction which has to be overcome in every mechanical motion) until the
second pair sinks under the water in its turn that is to say at precisely the same
moment when the first pair, which was just propelling the ship, appears above the
water. This alternate or "rocking" motion exactly corresponds with the completion
of the consecutive strokes of the piston of the engine.
From the situation of the points at which the propeller rods are attached to the
eccentrics it will be readily understood that the propelling devices act alternately by
pairs, and in exactly opposite directions; their motion may be described as alternately
approaching and receding.
Having thus set forth the nature of this alternative or reciprocating motion of the
propelling devices, caused by the intermediate operating gear; and having explained
that the object of the lever 16 fitted with a ball is to counterbalance the weight of each
propelling apparatus, that is to say of the paddles, with their cross-ties and stays or
tie rods, I shall now proceed to show how the alternate sinking and rising of the
propelling paddles is obtained.
I effect this by means of a frame, or a sort of cast or sheet iron case 5, Figures 4, 5,
6, and 9.
Each side of this case or frame is provided with a hollow trunnion 51 answering
the purpose of a pivot; these trunnions rest in brass bearings or plummer blocks 23
fitted upon supports 23¹.
In order to cause the oscillating frame to remain in the vertical position, whatever
the intensity of the rolling on the sea may be, its lower part must be made heavier
than its top portion by means of cast iron or lead blocks.
The propelling rod 9 enters the oscillating frame, passing with very slight friction

page_text: through the hollow trunnions 5¹; and extends the whole of its length, passing right
through its axis.
In the oscillating frame a parallelogram is placed; consisting of two long smooth
round iron rods 24 and 24', jointed to each other by means of the small transverse
rods 25 and 25 Figures 4, 5, and 6.
The long rods 24, 24' are mounted upon a pivot 26, situated exactly in their centre.
This pivot rests upon the end of a support. The two smaller sides of the parallelogram
resting upon a metal platform 27.
The end of each rod 24, 24' bears against supports 28 and 28' or 29 and 29¹ fixed
to the longitudinal sides of the oscillating frame for the ahead motion in 28 and 28¹
and for the astern motion in 29 and 291.
3
By carefully examining these positions it will be seen that rod 24 Figure 5 forms
an acute angle with the axis of the propeller rod 9; and the rod 24' also forms an
acute angle to the axis of the propeller rod 9 equal to that formed by rod 24; only
the vertices of these two acute angles point in opposite directions.
This being understood it is further expedient to note, that the tilting lever 12, is
shewn in Figures 4, and 5, in its neutral situation that is to say, at the beginning
of its stroke, and resting upon the rod 24, thus forming an angle of 45° to the
perpendicular.
If therefore propeller rod 9 be caused to advance, the lever 12 being drawn along
with it will follow rod 24 which forms an oblique line in relation to the longitudinal
axis of the propelling rod 9 and in resuming its normal position will cause the rod 9
as it advances to turn round; this operation .continuing until the lever gets into the
vertical position, at the point forming the extremity of the rectilinear motion just
performed; when it is in perfect equilibrium. Now in this position, the said lever is
ready to be tilted upon rod 24'; in which tilting motion it will describe an arc of a
circle of 45°.
In order to secure its tilting or weighing effect, a spring 30, which is fixed upon it,
and under each rod 24 and 24' after having been compressed by the said tilting lever
towards the end of the stroke of propeller rod 9 expands when the latter reaches the
dead point at the termination of the stroke, and causes the lever io tilt with a force
proportionate to its power Figures 4, 5, and 8.
Referring to the said tilting lever, it will be seen that in the aforesaid operation it.
has, as a matter of fact, described an arc of 90° moving however, at different
velocities; the first 45° are run over at a speed exactly proportioned to that of the
propeller rod while the remaining 45° are travelled through instantaneously, partly
in accordance with the laws of the fall of bodies, and partly in consequence of the
impetus given by the spring 30.
It will now be readily seen that the paddles 20, 20, being keyed on the said rod,
will also describe an arc of 90°.
I have herein before stated that the angles formed by rods 24, 24' of the parallelo-
gram and the longitudinal axis of the propeller rod had opposite vertices; it follows
that the tilting lever 12, in coming alternately in contact with each vertex, will over-
turn, now upon rod 24, and now upon rod 24¹; and the paddles 20, 20, in the water,
will accordingly rise and sink.
The principle of the tilting motion having been thus demonstrated I will now
explain how the overturning lever 12 must be arranged upon the propeller rod 9,
to obtain a really useful propelling effect in actual practice.
By carefully examining the position of the tilting lever 12, assumed in figures 4
0 and 5 to be at its neutral point, and by bearing in mind the situation of the paddles
it will be understood that the latter will have to perform exactly the same movement
as the said lever will do, in travelling along the rod of the parallelogram, which thus
acts as its guide. From such an arrangement however, serious inconveniences might
result, that is to say
5
A gradual movement of the paddles tending to withdraw them from the water
might take place, which would have an objectionable effect on the pressure that each
paddle must exercise on the liquid, and the propelling surface would change and

page_text: decrease by degrees, during the stroke of the propelling rod 9, until the paddle was
wholly immersed.
But a still graver drawback would lie in the fact that the paddles upon issuing
from the water, when they should produce no effect whatever, would soon dip into it
again, without allowing those paddles which are effecting actual propulsion, the time
necessary to finish their stroke; the consequence being that the paddles which should
rise above the water, without effect, being partly immersed already, would propel the
ship in a direction opposite to that required.
In order to enable the propelling rod 9 to be easily fitted within the oscillating
frame, it is also necessary to cut suitable openings in the transverse sides of the
latter, thus leaving free a sufficient space as shewn in figure 9. When once the rod
is adjusted in its proper place, the slot cut open may be closed by belting two iron
plates upon it as shewn in the said figure. The result from such an arrangement
evidently is that the journal 51 must be formed of two semicircular parts exactly
fitting onto each other and incapable of movement upon the iron plates being bolted
to the transverse side of the rocking or "roll" frame."
From the foregoing it has, no doubt, been understood that I have denominated the
lever 12, the tilting lever because of the tilting or overturning of the paddles, so that
they alternately sink into, and rise above the water, being accomplished by the
said lever.
The lever is made of iron and consists of two portions the upper one being
marked 12 and the lower 12. The bottom of the upper portion, and the top of the
lower one, are made in the shape of a bearing, or rather a coupling socket Figure 7
which enables the two sections to be tightly fitted upon propeller rod 9, between the
collars 31, 31, of the said rod.
Upon the propeller rod 9 a shoulder 32 is shewn exactly fitted between collars 31.
The tilting lever 12, being bolted together with its counterpart 121 forms to the right
and to the left two collars 1211 capable of revolving freely between shoulder 32 and
collars 31 31. The middle portion 12111 of the lower part of the lever 12 is of equal
width with the shoulder 32 forming an integral part of the propeller rod 9 and it
represents exactly one half of the collars 12. The central part or upper shoulder 12111
is cut at an angle of 45° and forms an open space equal to the thickness of the lower
shoulder 32 whereby (when lever 12 is in operation) it is caused to come into contact
with shoulder 32, alternately on the right and on the left, Figure 7. By this means
it is impossible for the tilting lever 12 to oscillate without effect upon rod 9 at an
angle greater than 45°.
The effect of such an arrangement of lever 12 is that as it leaves the neutral point
(figures 4 and 5) and advances along guide rod 24 it will by degrees resume its
straight position until it reaches the point where the propeller rod 9 terminates its
course, at which point its position will be perfectly vertical. (Figures 4, 5, and 6.)
Thus during the whole of this movement, it will have described, without effect, an
angle of 45° around rod 9, so as to finally touch shoulder 32, either on the right, or
on the left hand side.
Directly it has reached the end of its course, viz., resumed the vertical position, the
spring 30 expands and acting as a detent, pushes the tilting lever 12 and at once
causes the propeller rod 9 to turn about at an angle of 45° which movement is
strictly followed by the propelling devices, which dip into the water, or emerge
therefrom as, the case may be; the same operations re-occurring over and over again,
alternately, and in opposite directions.
The length of the tilting lever 12, is, in the drawing assumed to be about 4 ft.
from the axis of the propelling rod. The counter-part 12' is shorter and differently
shaped.
The weight of the tilting lever 12 must be greater than that of its counter-part 12¹
and this for two reasons (1) in addition to the weight equal to that of its counter-
part, it must have the weight which is necessary to create an equilibrium and over- 5
come the resistance due to friction, in the rotation, which friction is caused by the
weight of the propeller rod the paddles with their attachments and that of the

page_text: balancing ball 16; and (2) beyond the excess of weight necessary to make up for
the resistance due to friction, the gravity of the lever must further be so increased,
as to enable its overturning motion to take place without any strain.
To adjust therefore the weight of the tilting lever 12, it is sufficient to provide an
internal empty space wherein molten lead may be poured until the lever is seen to
overturn the propeller rod easily if desired a ball may be provided at the top of
lever 12; which ball shall be mounted upon a screw with an expanding spiral spring,
as is usual in certain weighing machines. By turning the said ball the power of the
lever 12 may then be increased or diminished at will, and with mathematical precision.
The counterpart 12 of the tilting lever 12 is made in the shape of a cap, the
bottom portion of which has a cylindrical form. This cylindrical or semi-cylindrical
form, is desirable for a reason which is hereinafter explained.
I have stated above that the upper part 12 of the tilting lever should be heavier
than its counterpart 12, so that when the tilting lever breaks the equilibrium under
the pressure of pushing spring 30, and freely descends, either upon the rod 24 or
upon 24 a shock similar to the blow of a hammer would ensue at each end of its
propulsive stroke. To avoid such an inconvenience, I have arranged, in the lower
part of the oscillating frame, a small apparatus which I term the self acting brake of
the tilting lever.
This apparatus shewn in Figures 4, 5, and 6 is composed of a number of rectangular
blocks 33, capable of a reciprocating motion thus enabling them to perform the desired
action, and arranged in pairs against the larger lateral sides of the rocking frame.
Their reciprocating motion takes place between guides 34 by means of a screw
threaded rod 34 operating both blocks 33, 33, together. This screw-threaded
rod 34 is made in two parts for the convenience of fitting and is connected by a
socket the ends of each portion are square, and concealed within the socket. To each
of these rectangular blocks I fix vertically by means of bolts, a spring metal plate 35,
having a bending power proportional to the excess of weight necessary to make the
lever 12 tilt freely.
It will be observed that a small hand wheel 34" is provided outside the rocking
frame; this small wheel is maintained against the screw threaded spindle by means
of a nut. The wheel 3411 bears (frictionally against the external longitudinal wall of
the rocking frame. The end of the said screw spindle, opposite wheel 34", also
possesses externally on the side of the roll frame, a friction washer.
When therefore, the wheel 341 is made to revolve to the right or to the left, the
screw spindle 34 will revolve in its own place, but as the screw threads provided
within each block 33 are cut in opposite directions, the said blocks will advance
towards each other, by sliding in their guides 34 according to the extent to which the
hand wheel 34 is turned to the right or to the left.
It will have been inferred from the preceding statements that what I term the
"brake" is in this instance, the spring metal plate 35 against which the counter-
part 12 of the tilting lever rubs at the end of the descent of the tilting lever 12.
The cylindrical body which terminates the counter part 121 acts tangentially to the
said spring plate; but it will be readily understood that the more the latter advances
within the are described by the counterpart 121, the greater will be the resistance it
will oppose to friction, upon the said cylindrical portion; it might, even, by this
means entirely annihilate the shock due to the fall of the tilting lever. On the other
hand the further it recedes from the end of the said are described by counter part 12'
the less will its action be felt, and the tilting lever not being checked in time could
still abruptly fall upon the guide-rods 24 and 24. By means of screw rod 34¹ the
required amount of friction of the spring plate against the cylindrical body of
counterpart 12 may be regulated at will.
Nothing will therefore be easier for the engine-driver than to ascertain before the
departure of the steamer by attempting to overturn the lever 12 and turning round
the hand wheel 34", whether the tilting lever is in good working order and can
perform its operation satisfactorily. There is, moreover, nothing to prevent him, even

page_text: while the vessel is in motion from adjusting the apparatus when required, without the
slightest danger.
This adjustment must be effected in such a manner that when the tilting lever
describes its arc, in falling it should at the end of its descent, take up its position at a
distance of 3 or 4 degrees from the guide rod 24 or 24' with which it must come in
contact.
By such means, it will be seen, no shock can possibly take place since, at the very
moment of its fall, the lever 12 does not come in direct contact with its guide.
The counterpart 12¹ will produce neither noise nor vibration, it having merely a
tangential contact with spring 35; this latter however will undergo a deflection
proportionate to its inherent energy, and to the greater or less distance between it
and the counterpart 12' of the lever 12 (Figures 4, 5, and 6). This self acting brake
is double, as is shewn in the drawings. At the end of each stroke the said lever acts
alternately upon one of the springs 35, 35 situate on the opposite sides; the same
pair are always used during ahead motion, whilst the other pair are reserved for the
astern motion and therefore, under normal circumstances, remain out of operation,
and vice versa.
Owing to the self-acting brake just described, the easy and regular working of the
tilting lever is secured, and every shock or noise effectually prevented.
When the lever 12 falls, it tightens the spring plate 35 but only for an inappreciable
moment as the propelling rod as soon as it reaches the end of its stroke, moves back
in the opposite direction; and the tension on the spring 35 even tends to facilitate
the breaking of its contact with counterpart 12¹, as it presses in its turn against the
latter when the propelling rod moves back in the opposite direction.
To avoid contact between the large guides 24 and 24 and the upper part 12 of the
tilting lever, during the reciprocating motion of the propelling rod 9, it will be useful
to envelope the latter in a leather sheath, tightly adhering thereto.
In the drawing the lever 12 is everywhere represented at its neutral point; that is
to say at the commencement or at the end of its propelling stroke; with the exception,
however, of Figure 7, where its three chief positions may be seen.
In regard to the rocking or "roll frame" as I term it, my object being that when
the vessel rolls or inclines at a greater or less angle, the said frame may remain in a
perfectly vertical position. The means I employ for the accomplishment of this
object I have already named. It will now be useful to explain what would be the
objectionable consequence of the application of a stationary, instead of a pivotted or
oscillating frame.
I have also mentioned above that the lever 12, when it has reached the end of its
propelling motion, describes an, arc of 45° before it can resume its vertical position.
Supposing now, that at the time when it is in this position, the ship begins to roll and
is inclined at an angle of 15° on the side opposite to that to which the lever has been
tilted under such circumstances the lever could not possibly be set right, nor the
wrong movement retarded owing to the fact that this would require a much greater
pressure of the spring 30; then there would besides be the great inconvenience, that
as the propelling rod would move back in the opposite direction, and as the tilting
lever could not be set right, the propeller paddles would remain immersed in the
water, and would propel the vessel in a direction opposite to that in which it is bound
to go, until the end of the stroke of the said rod is reached; and reciprocally no
matter whether the motion is to effect propulsion or whether it is to have no useful effect.
Hence the necessity of a movable frame, in the position of which the rolling of the
ship can bring about no difference.
I now come to the description of the "roll-counterpoise" arranged upon the
propeller rod 9. Its object is to maintain the propeller rod 9 constantly in a normal
position, in relation to the plane of the water, during its reciprocating motion; it
being independent of the oscillating frame, the result would be that it would follow
the inclination of the vessel during the rolling; which would affect the tilting lever 12
in its operation.

page_text: I have herein before described the pressing spring 30 which is attached to the guide
rods, at about two thirds of its length. The result from such an arrangement is that
at about two thirds of its stroke, the tilting lever is in contact with the pressing
spring 30; and the latter by reason of its oblique position, will oppose a resistance
to the tilting lever and have the tendency to turn it over; but owing to the roll
balance 15 which permanently maintains the propelling rod in the same plane, no
such overturning ensues. As soon as the lever 12 has taken up its vertical position,
the pressure spring will be entirely compressed, and levelled in a parallel direction
below the guide rod. The spring being thus tightened, it will not expand and press
the tilting lever until the propeller rod reaches the dead point. It will be understood
that the counterpoise has sufficient weight enabling it not only to compel the
propelling rod 9 to retain its normal position at each rolling movement of the vessel;
but it should also resist the thrusting effect of the tightened spring 30, while it is in
contact with lever 12.
The construction of the roll counterpoise will be easily understood by reference to
Figures 4, and 5 and to Figures 10 and 11 representing on an enlarged scale the
arrangement thereof in longitudinal section thus enabling the parts that would not
otherwise be visible to be distinctly seen.
The counterpoise 15 consists of a metal piece of any determined weight according
to circumstances; it is provided with a collar in two parts made in the shape of a
bearing. The lower part of the said collar is integral with the counterpoise so that,
when the two parts of the collar have been firmly attached together by bolts or
otherwise the collar with the counterpoise may be made to turn freely round the
propeller rod 9 but in the present instance the order is reversed; the propelling rod
oscillating in the collar, while the counterpoise, by reason of its weight always retains
its vertical position.
I have already pointed out that the object of the counterpoise 15 is to maintain the
propeller rod 9 in the same position during the whole of its stroke, however
strong the rolling of the ship may be; it must therefore be firmly attached to
the said rod, allowing it however at the moment when it reaches the dead point
complete freedom and momentary independence, so that it may be turned over by
the tilting lever 12.
14, 14 are two shoulders fitting on the propeller rod. For the convenience of
their construction and mounting they consist of two equal parts coupled by
means of bolts. Each collar 14, 14 is firmly keyed upon the propeller rod,
and forms one piece with it; thus following the movements of the latter,
between these two collars 14, 14', the collar of the counterpoise 15 is fitted
somewhat tightly.
At 36 and 37 two keys are shewn; these keys are movable and their object is to
connect the collar of the counterpoise to the propeller rod, during the whole of the
reciprocating motion of the latter; but when at the end of the said motion the dead-
point is reached, those keys are to disconect the said collar again, so as to make it
independent of the propeller rod 9.
In Figures 10 and 11, the two keys 36 and 37 may be seen opposite cach other.
The stem of the left hand key 36 passes through the connecting socket 13, shoulder 14
and collar 15; and lastly the end portion 36' of key 36, when the disconnection takes
place, remains within the shoulder 14; 36" is the head of each key formed of a pad
and screwed upon the stem. This stem 36 is moreover enclosed within a spiral spring
the coils of which are wound around it. This spring has its fulcrum or point of
support on one side, against the buffer head of the key, and on the other side, on
shoulder 14, and is at the same time located in a hole bored in the thickness of the
connecting disc or socket 13.
but
The result obtained by such an arrangement is that if during the motion of the
propeller rod, the left hand key 36 be engaged by its end portion 36¹ within the part 15
of the collar of the counterpoise it will connect the latter with the propeller rod
if upon arriving at the end of its stroke the key 36 bears against the plummer block 23
of the large support 23', with its buffer head 36", its end portion 36¹ will be pressed
B

page_text: back into the hollow counterpart provided within shoulder 14' which position it is
supposed to occupy in the drawing. At the moment when the propelling rod termi-
nates its stroke thereby disconnecting itself from the counterpoise 15 the pressing
spring 30 (Figures 4, 5, and 8) will expand, and forcibly push the tilting lever 12,
and thereby turn the propeller rod through an are of 45° together with the propelling
devices.
The stem of each key 36 and 37 is located against the propelling rod, and at the
time when the disconnection takes place, that is to say when the propelling rod freely
oscillates, describing an arc of 45° within the collar 15 of the counterpoise, the said
stem of each key or feather 36 and 37, turns round in one of the grooves 38 and 38¹
provided in the collar of the counterpoise, a distance equal to the conversion movement
of the propelling rod 9 (Figure 11). The end 36' will then continue to bear against
the collar of the counterpoise 15 during the time necessary for the propelling rod 9,
with its compressed spring to complete its stroke.
But when the key 36 disengages or comes out of gear, the reverse oscillating
motion of propeller rod 9 brings the opening of the groove 381 before the end 37¹ of
key 37 the spiral spring then immediately expands and rapidly throws the said key
end 37' into gear with the collar of the counterpoise. These operations are repeated
with mathematical precision at the end of each stroke, alternately in the two directions
of the tilting lever 12, and consequently of the propelling rod 9.
The keys 36 and 37 as shewn in Figures 10 and 11, are arranged in opposite
directions to each other, so as to bear at the end of each opposite stroke, the one 36
against the plummer block 23 of the large support 231 and the other 37 against the
plummer block of the bracket 17.
Pads 36, 37" of keys 36 and 37 should be covered with leather, so as to avoid
any noise that might result from the above contacts. The distance which the stems of
the said keys move under the backward pressure, must be equal to the length of the
end portion 36. If therefore, the length of the latter is, say, 4 inches, the stem of
the key will be pushed back by the pad 36' the same distance, and if the stroke of
propelling rod 9 is say 10 feet for a ship about 335 feet long, as shown in the
drawings, the pressing and disconnecting operation of the spring will commence at a
distance of 9 feet 8 inches; the thickness of the buffer head being added to the length
of the stroke of the key-stem. These keys, according to the power of the springs by
which they are enveloped, will absorb so insignificant an amount of power that it need
not be taken into consideration.
Orifices 39 are bored in the thickness of the shoulder collars 14, and 14' and also in
the collar of the roll counterpoise, so that the air may not be compressed by the
part 36 and 37¹ of the key in the grooves 38 and 38' which it leaves and re-enters
alternately.
Having thus explained how the roll counterpoise is fitted in its place, and the
manner in which it operates, at the end of each stroke of the propelling rod 9, it can
readily be inferred therefrom that the said propelling rod 9 will at all times invariably
retain its normal position during the whole of its travel.
Owing to the said roll-counterpoise, then, it will be seen that however strong the
rolling motion of the vessel may be, the propelling paddles will always retain their
normal position in the water. Where no such counterpoise is used, the same incon-
venience as is inherent to ordinary paddle-wheels would here he felt, in the case of
rough sea that is to say, when the wheels are either totally immersed in the water, or
work entirely out of it; an extremely serious draw-back as regards the motive engine,
in consequence of the shocks and the twisting strains to which the driving shaft
is subject.
Should, moreover, the propeller paddles follow the rocking motion of the vessel the
the larboard and starboard apparatus would, each in its turn, work far above the water
or sink deeper into it than is desirable; but the most serious point is that the paddles
in rising when they should produce no effect whatever, will, if they be on the side
towards which the ship is inclined, remain under the water and therefore propel the
ship-in the wrong direction.

page_text: Thus for example, if the vessel be inclined on the starboard side at an angle of 15°
the paddles on this side will ascend towards the surface of the water a corresponding
distance of 15° while the larboard paddles will sink by 15° deeper into the water;
and so forth until the vessel resumes her normal position.
It is evident that my propelling apparatus may be applied to sailing vessels as well
as to steam, as whenever a ship takes up an oblique position, the propelling devices
will rise a distance equivalent to the incline.
It is hardly necessary to say that for navigation on rivers and canals, the arrange-
ment of the rocking frame may be modified or replaced altogether by an ordinary
stationary frame. The roll counterpoise would not as a matter of course be required.
It will also be observed (Figures 1 and 2) that the four rocking frames are fitted
internally, near the walls of the ship, care being taken, however, to so locate them
that they may not interfere with the adjoining parts of the ship itself.
Every steam ship should be capable of readily converting ahead motion into astern
motion and vice versa.
For effecting this I have provided a means both simple and rapid as hereinafter
described.
I stated in the commencement of this specification that contrarily to what takes
place in steamers propelled by screws or paddle wheels, the reversing of the motion
of the ship in my system is not effected by the motive engine. I may add that to
produce such reversing it is not even necessary to stop the said engine. It may
continue to work at the same speed or its operation may be to some extent retarded,
at the option of the person who has it under his control.
In describing the arrangement and operation of my reversing gear, I shall first
make reference to the rocking frames 5, Figures 4, 5, and 6.
In Figure 3 a spring plate is clearly shewn, which is arranged horizontally above
support 26, one of its ends being permanently fixed to one of the larger sides of the
oscillating frame, while the other end is free, but engaged in a groove provided on
the oblique guide piece 24 of the parallelogram. In this manner, its horizontal
position cannot vary, and it can be bent without any difficulty when it sustains the
strain due to a pressing force presently to be described.
Supposing now, that it is desired to have the paddles propel in a direction opposite
to the ahead motion of the vessel, it will be sufficient for the parallelogram to take
up a position contrary to that which it first occupied, Figures 1, 2, and 5 as shewn in
in broken lines, the consequence being that the inclined guide 24 will leave point 28
and turn to 29 where it will rest. In the same way, the inclined guide 24' will leave
point 28 and bear on point 29¹ instead, Figure 5.
To accomplish this change the oblique guide 24 is pushed towards the desired point
until the position is reversed. During such pushing action the guides 24 and 24'
move on their pivots 26 through the medium of small transverse and jointed rods 25
and 25', describing a large curve.
These small rods are carried by a metal platform 27 and as the inclined guides 24
and 24 are likewise supported in their central portion by their pivots 26, the result is
that the parallelogram may move without any strain and with the greatest facility.
It is evident that when the parallelogram is caused to assume the reverse position
the spring plate 40 is bent until the said parallelogram reaches the desired point.
The reversing of the parallelogram is effected by means of a small cylinder 41
bolted to the longitudinal side of the oscillating frame 5.
Figures 1, 2, 4, and 5 shew the propelling mechanism in position for propelling the
ship ahead, spring 40 being at rest and free from any strain.
These Figures also shew the rod 41' of the small cylinder 41, the beak shaped end
of which rests upon the oblique guide 24.
If steam or compressed air be now admitted through the bottom of the small
cylinder 41 at a pressure greater than the power of resistance of the spring 40, the
piston will advance, and cause the beak-shaped head of the piston rod which is in
free contact with the oblique guide 24 to push the latter and press back the spring 40,
until the parallelogram bears against the points 29, 291. The parallelograin will he

page_text: retained in this position so long as the pressure continues within the cylinder 41. But
at the moment when such pressure ceases, in consequence of the steam or compressed
air being allowed to escape, the parallelogram will almost instantly resume its original
position under the automatical pressure of spring 40 thereby enabling the vessel to
move ahead.
The length of the stroke of the piston rod of the small cylinder 41 must exactly
correspond to the distance travelled by the guide 24 moving to its place. The length
of the piston rod itself may be greater or less according as it is desired to actuate
the said guide 24 at a point more or less distant from the pivot 26.
It will be perfectly clear from the foregoing description that the engine or motor
has nothing whatever to do with reversing the direction of the ship, that operation
being accomplished by altering the position of the parallelogram as aforesaid.
To admit steam or compressed air into, or let them escape from the small cylinder 41,
any suitable system of three way cock or valve 42 may be used; one of the ways
communicating with the fluid boiler under pressure; the second with cylinders 41 by
means of the jointed tubes 43; and the third with the exhaust. This cock or valve
may be operated by means of a weighted rod capable of oscillating between two
tappets limiting the rocking motion to the extent required for the admission or escape
of the motor fluid.
With a reversing gear such as this at hand, it will easily be realized how quickly
one man could reverse the direction of the ship's motion, no matter what the power
of its engine may be especially if due regard is had to the fact that the rapidity of
exhaustion of the fluid contained in the small cylinders, is still further enhanced by the
action of the spring 40 which expands at the same moment to resume its normal
position.
The combining of a reversing gear suitable for my propelling apparatus presented
considerable difficulties. Not only was it necessary that such gear should operate
rapidly, nay, instantaneously, upon all the four propelling devices at the same time ;
but a perfect connection between it and the four oscillating frames had also to be
devised the latter were supposed acting alike at all times, whether the vessel is
moving or standing still, and irrespective of any rolling action of the waves.
result I have succeeded in accomplishing by means of a system of tightly jointed
pipes 43, which is visible in the general views.
This
When the rocking frames come under the influence of the "roll" these jointed
tubes which alone form the whole of my reversing gear, will oscillate to an extent
equivalent to the intensity of the "roll" describing proportional arcs of a circle. By
this means, however rough the sea may be, the proper operation of the reversing
gear is ensured, and any damage likely to be caused through the rolling motion is
thereby avoided.
The fitting of such a reversing gear in the engine room is by no means troublesome
or difficult as regards free circulation and inspection, as may be seen in the general
views Figures 1 and 2.
The reversing cock 42 should be placed in the engine room within easy reach of
the engine-driver as shewn in Figure 2. Or it may, if preferred, be located on the
bridge within the captain's reach thereby enabling the latter to reverse the motion of
the vessel without even communicating with the engine driver.
Each propelling device consists of two paddles 20, 20 situated in the same plane
about 5 feet apart, and connected by cross ties 21 Figures 4bis 5 bis 12 and 13; their heads
being firmly keyed to propelling shaft 9 between shoulders 44. The portion of the
propelling rod which carries the two paddles 20 is supported by two plummer
blocks 18, 18, between which the reciprocating motion of the propelling device takes
place the distance thus travelled by the said device being say 10 feet in a ship
about 335 feet long.
The length of the propelling paddles may be 11 feet 8 inches allowing of a super-
ficial area of 8 feet 4 inches in other words each pair of propeller devices or rather
every four paddles 20, will press upon the water during the propelling action, with a
total superficial area of 33 feet 4 inches.
The shape of the paddles and their arrangement are chiefly represented in Figure 13;

page_text: the head of each paddle is rounded like a pillow block; and is made in two parts
permanently bolted together.
The body of each paddle may be made of wrought iron, or preferably of steel so
that, strength being the same, it may be comparatively lighter, or it may be made of
a single piece and form two longitudinal branches 45, 45, connected with transverse
arms 46. The two longitudinal branches 45 are provided with holes for the cross-ties
and the stays or tie rods.
The open space between the said longitudinal branches 45 and the transverse arms 46
may be filled by some tightly fitting woodwork; and the paddle will then be perfectly
solid, while its weight will be much less than if it were wholly made of iron. Upon
the attachment of the cross-ties and stays or tie rods being completed, a sufficiently
thick coating of red lead or other suitable material for protecting them from the
effects of water is applied; and when this is done, it only remains to place upon each
face of the paddle a sheet of iron or steel which must be firmly maintained in position
by means of rivets passing completely through the longitudinal branches 45 and
transverse arins 46. The head of each rivet must be driven home or countersunk so
that the surface of the paddles may offer no projection or roughness. After the
rivetting operation is completed, the coating of the paddle with a suitable protecting
material may be proceeded with.
The sheets of iron or steel should so fit in between the longitudinal branches 45,
as to be level with the same; these being made thinner to the extent of half their
width.
The edges of each paddle must be bevelled all around so that they enter the water
the same as a knife would do, encountering as little resistance as possible.
There are eight stays or tie rods 22, for each propelling device of the type represented
in the drawing; four for each paddle. They may be made of steel and have as shewn
on the drawing an elliptical shape in section while their edges have sharp bevels. They
are of great importance in regard to the resistance offered to the paddles during the
propelling operation. Whatever the resistance and rigidity of the latter may be by
reason of their edgewise arrangement they have to sustain during the thrusting
strain to which they are subjected a certain bending effect, not only injurious to
their strength, but capable of affecting even the propelling rod 9 which having also
a tendency to bend would produce upon the bearings supporting it a considerable
friction.
These objectionable effects will however, he effectually prevented by the stays or tic
rods provided the same are long enough and are placed at an angle favourable to the
propelling rod 9.
While in consequence of their own rigidity the paddles have to sustain part of the
strain in performing their propelling action, the stays or tie rods will always bear the
greater part thereof in undergoing the effects of traction.
When the stays or tie rods are made of one piece, the upper end of each assuming
the shape of a ring, will in the first place, be exactly fitted onto a screw threaded
stud provided upon shoulder 47; while its opposite or lower end which is attached to
the paddle will be furnished with a screw, and pass through orifices 48; when the
washer 49 performing the part of a nut should be at once seized and turned round
upon the screw-threaded end of the stay or tie rod, until the latter is sufficiently rigid
and tight.
As shown in Figure 13 the nut or washer 49 occupies half the thickness of the
paddle; it is provided with four holes which enable it to be turned round by means of
a key similar to that used for tightening the heads of compasses.
If the length of the stays or tie rods be well adjusted, the fitting of the same may
be effected both with rapidity and case. The lower end being once well fixed in place,
all that remains to be done is, to pass over the ring at the upper end, a nut and to
screw it tight upon the screw threaded pin or stud the attachment of the stay or tie
5 rod is then perfect; and what is here stated with reference to one stay or tie rod will
evidently apply in like manner to all of them.
As the stays or tie rods the same as tlie paddles, must describe an are of 45°

page_text: they must be so situated as to turn their bevel to the water, whenever they enter
or leave the same, this is the reason why their upper ends require to be ring shaped.
I have mentioned above that each stay or tie rod night, for the convenience of its
adjustment, be made in two parts. The upper end may be cut a short distance below
the ring shaped end, and attached to the stay or tie rod by means of a splice Figure 13.
In such a case the said detached end portion should terminate in a pulley block, into
which the said stay or tie rod should fit somewhat tightly. The said block being
provided with holes the same as the other part of the stay or tie rod and such holes
exactly corresponding with one another, it is easy to firmly attach the pulley block to
the stay or tie rod by means of rivets or bolts.
If preferred, the splice may be dispensed with in the upper end, and applied to the
lower extremity instead. Or a splice may be used at both ends in which case the stay
or tie rod should consist of three parts.
Practical experience alone will suggest the choice of the most convenient of these
three methods of fitting up the stays or tie rods.
The shape of the four cross-ties 21, 21, (Figure 13) shewn in transverse section is
the same as that of the stay or tie rods their ends are screw-threaded and maintained
within the thickness of the paddle by means of washers or nuts similar to those used
for the stays or tie rods, except that the washers of the latter are buried within the
thickness of the paddle on the inside, whilst those of the cross-ties are buried in the
same way on the opposite side.
There are also four drums or protecting cases 19, their number being always equal
to those of the propelling devices. They have a peculiar shape as shewn in the four
views of the ship Figures 1, 2, 3 and 4.
These drums have for their object, the protection of the propelling devices from any
damage during any movements the ship may have to perform in ports or docks, while
surrounded by other ships.
The prevention of any accident to which boats might be subjected to in drawing
alongside the ship, and to protect the paddles in foul weather or rough sea, when they
are out of the water and working without effect, against the action of the waves,
running against the sides of the vessel.
The ends of these drums are elongated and assume (especially at the stern) the
shape of a spindle a provision which makes them capable of great resistance at the
same time enabling them to act as break-waters.
Being protected by these drums, the paddles, when they work without effect in
emerging from the water, are not liable to receive great masses of water upon their
surfaces; for not only would it produce an undue strain, but it would also create a
resistance very unfavourable to the propelling device when the same is to work out of
the water without effect.
Each drum consists of a light structure built up of steel T-bars and firmly attached
to the outer wall of the vessel. This structure or skeleton is covered with thick iron
sheets, in the shape of a grating. The maximum width of each drum is equal to the
length of the propelling paddles. This width is maintained equal throughout a distance
equivalent to the length of the propelling stroke of the paddles, but gets gradually
narrower in its remaining part, as shewn in Figure 2.
In the middle of the widest part of the drum, two removable doors are provided,
large enough to admit a man inside the drum for inspection, and repairs when
required.
These drums are very low; their maximum height being determined by the length
of the paddle and by the highest position they are capable of assuming when out of
water. Their length although optional, should at all events cover the whole of the
propelling mechanism arranged outside the ship; in addition their ends should taper
sufficiently in order not only to divide and so weaken, the impact of the masses of
water, but also to destroy as far as practicable the resistance of air caused by their
projecting situation.
The depth of the space left open between the bottom of each drum and the surface
of the water, at the floating line, is about 1 foot 8 inches.

page_text: The drums enclosing ordinary bucket wheels have been frequently objected to, on
account of the surfaces they expose to the action of the wind, and the chances of
damage they offer in stormy weather. These drawbacks are indeed undeniable,
especially if their shape, height and width be taken into consideration and it should
be further borne in mind, that their volume is generally displayed just about the point
where the vessel is widest.
But no such objection can be raised against the drums covering my propelling
devices:
their height hardly exceeds half of the height of the usual bucket wheel
cases; at any rate they are never made so high as to be on a level with the deck in
high decked vessels. Their clongated and tapering shape moreover imparts to them
the aspect of a boat turned upside down i.e. with the keel upwards, and gives them a
resistance of which ordinary paddle wheel drums are not susceptible. As to the wind,
it will slip over them, as over a wedge, so that their resistance to the progress of the
ship, even in strong wind, will necessarily amount to very little.
There is also another circumstance which still further limits the effects of the wind
or weather on the said drums, that is to say they are situated towards the head and
the stern of the ship. In fact their largest transverse section is diminished by the
difference of width existing between the fore and aft frames, in relation to the main
beam, on account of the inwardly curved shape of the vessel. So that supposing the
maximum width of the drum to be from 11 ft. 8 in. to 12 ft. it would only form a
projection equivalent to about one half of its section in relation to the main beam ;
a fact which may also prove particularly valuable to ships having locks or sluices to
traverse.
There is another remarkably useful function which the said drums are adapted to
perform, by enabling with the aid of suitable armatures, the bearings which support
the propelling rod and the sheath or case receiving the end of the latter, to be firmly
held in place and prevented from displacement in any direction. And the whole of
the armatures stiffen and strengthen the drums which owing to their increased
resistance, is not liable to any external shock or shocks.
It has no doubt been observed, that on the outside near the point where the stuffing
box is arranged, the curve of the vessel is transformed into a straight line during the
short distance indicated at 10, so that a recess is provided for the propelling rod to
go in and out of.
As this cessation of continuity in the curve of the vessel only
extends over a very small distance, as aforesaid, and in the dead works (at all events,
only eight inches above the floating line) it follows that this partial modification of
form can have no influence whatever over the strength or speed of the ship. A
similar contrivance has, indeed, been applied already to the "twin" screw steamers ;
and albeit in that case the modification of form occurs in the live works, no
inconvenience seems to result.
The indicator figure 16, consists of a cylinder 50 attached by means of suitable
collars to a wood plank erected in a conspicuous situation on the bridge within the
captain's reach. Its object is to record in a visible manner the orders for ahead or
astern motion given to the engine driver.
This cylinder 50 is fitted with an internal piston; and the upper end of piston rod
is fitted with a wooden or brass runner, upon which the word astern is engraved in
visible characters.
To the lower central portion of the cylinder 50 a small pipe 52 is fitted by means
of a flange placed in communication with the pipes conducting compressed air or
steam.
To the top of the wood plank a brass band is screwed upon which the word ahead
is engraved in legible characters.
When the command is astern, the engine driver at once reverses the lever of the
reversing cock 42 so as to make the ship go backwards. At the same moment the
steam or compressed air acting within the reversing pipes will enter cylinder 50
through the small tube 52; the piston being thus displaced, its rod ascends until the
astern runner fully overlaps the brass band having the word ahead written upon it, it
follows that the index will read astern motion so long as the same lasts. But as soon

page_text: as the command ahead is given the engineer turns back the lever of the reversing
cock and accordingly causes the motive fluid by which the motion has been reversed
to escape instantaneously. The piston of cylinder 50 then goes down to the bottom
of the latter again either by reason of its own weight, or under the action of a spiral
spring which may be located within the cylinder 50 around the piston rod. As this
rod descends the whole length of its stroke, it will naturally carry along with it the
astern runner, which will thus become entirely concealed behind the vertical metal
apron 53 erected upon the cylinder and fastened by means of screws.
The automatic regulating apparatus for controlling the end wise rocking motion
known as pitching or sounding, is an indispensable addition to my apparatus. It is
in reality a governor for retarding the operation of the driving engine in proportion
to the angle at which the ship is inclined in its endwise rocking or "pitching" motion.
Suppose for example the angle of the incline to be 15° by reason of its length the
vessel will rise at one end a considerable distance above the water, while its opposite
end will sink into it to an equivalent depth. Not only would the driving engine work
loose and sustain an unnecessary strain attended by loss of steam as often happens in
screw propelled steamers; but several other drawbacks which I shall here specify
would also result from this motion.
Suppose the paddles engaged in the propelling operation at the time being are those
situated at the head of the ship; and that owing to the "pitching" effect the ship
is dipping into the water at the pre-assumed angle of 15°. The result would be that
the propelling devices, which operate in a perfectly rectilinear direction, would no
longer propel the ship parallel to the plane of the water, but would have a tendency
to pull it further down and thus bring it still deeper into the water. At that moment
a certain amount of power would be lost without useful effect since the vessel can only
in her horizontal position profit by the maximum impulse imparted to her by the
propelling devices. She must therefore descend the wave forming that incline by
force of the impulse previously acquired and the operation of the motor engine must
be almost entirely stopped so long as she remains in that position, and should the
pitching effect, instead of acting upon the paddles during the actual propelling
operation, take place while the same are performing their return movement without
effect, it would bring them down again into the water where they would propel the
ship in the reverse direction a distance equivalent to the depth of their immersion ;
whereas the paddles engaged in the propelling operation (say those of the stern)
would rise in proportion and the whole or part of their propelling effect would thus be
lost. Whether the pitching affects the head or the stern of the ship, the effects are
obviously identical.
These drawbacks which would inevitably present themselves whenever a rough sea
causes the vessel to "pitch" are devoided by the device which I have called "the self
acting regulator" and which I shall now proceed to describe.
It consists as shown in figure 15 of a cock 54 fitted on the pipe 55 conducting the
steam to the engine cylinder the portion of the steam pipe to which cock 54 is fitted
should be arranged along the longitudinal axis of the vessel while the cock 54 is
arranged in a transverse position.
In close proximity to the cock 54, to the right and to the left, two collars 56 are
located, which carry the pipe 55; these collars are provided with stems or rods, which
are bolted to a piece of wood or iron provided for the purpose under the deck and
above the engine room. By such means the said pipe is rendered perfectly stationary.
The movable portion or plug 57 of the cock has a serrated external projection 58
over one half of its circumference.
Below this serrated projection 58 but in contact therewith, and in the same plane, a
toothed segment 59 is provided, the radius of which is 6 times larger than the radius
of the movable portion 57 of cock 55; thus for example if the radius of the movable
portion 57 be 4 inches that of the segment 59 will be 24 inches.
Suppose that it is now required to entirely cut off the steam from the engine
cylinder the movable portion 57 of the cock 55 must be turned so as to describe an
are of 90° and as experience has shown a "pitching" incline of 15° makes the

page_text: propelling paddles rise to a dangerous extent it follows then that as each degree of
inclination of the ship causes the plug of the cock 55 to describe six degrees if the
ship be inclined at an angle of 15° the steam cock will be perfectly closed
as 6° x 15°
90° this being the maximum are enabling the plug to cut the steam
entirely off; this situation will continue until the ship resumes its normal horizontal
position. The opening and closing operations of the cock 55 will be accomplished
alternately in the two directions of the pitching motion.
-
Should the radius of the cock be larger or smaller than indicated above, all that has
to be done is to adjust the segment in exact relation thereto, so that it may cut off the
passage of steam according to the predetermined number of degrees required to stop
the working of the paddles.
It is advisable however not to entirely stop the motor engine, so that it should
not pass too abruptly from a state of momentary inertia to its normal working
condition.
The toothed segment 59 has the lower portion of its central pin 59' fitted onto a
pivot 60 resting upon the bearings of a support 61. The counter-part 62 of the said
central pin 59 has the same length and terminates in a lense shaped body 63 the
weight of which must be sufficient for the toothed segment 59 to make the movable
portion 57 of cock 55 turn very easily when the ship is rocking, this lense shaped
body 63 has its axis bored right through from end to end; and through that bore a
shaft 62 passes. The lower end being screw-threaded so that it may be tightly fixed
by means of a nut to the lense shaped body 63. The motion of the apparatus, it will
he understood, is the simple automatic motion of a pendulum and is produced by the
motion of the ship. If the proposition be reversed, it might as consistently be said
that the pendulum does not move at all but simply retains its vertical position; and
that it is the ship which oscillates upon the movable portion 57 of cock 55. But
whether it is assumed that cock 55 is acted upon by the pendulum, or by the boat,
the effect at all events, is exactly the same, and that is the chief point to consider.
The lower portion 62 is fitted with the lense shaped body so that there is but little
friction between it and the parts 65 of the frame, by which it is guided and protected
against any bending strain when the ship is "rolling." The maximum oscillating
motion is limited by stops 64 arranged internally between the guides 65. These stops
must be covered with india rubber or leather to prevent any metallic shock, when the
pendulum comes in contact therewith.
The frame is firmly bolted upon the bed plate of the engine and is, besides provided
with holes 66 to the right and to the left of the lense shaped body 63 when the
pendulum is in the vertical position. The object of these holes is to prevent any
action thereof upon the cock 55, when the state of the sea is satisfactory otherwise the
steam might be continually cut off, even when the pitching effect is quite insignificant.
In fact the operation of the self acting regulator becomes really useful only when
foul weather sets in; at other times it must be stopped by means of keys which are
inserted into the holes 66 traversing the whole of the frame. A pin passing through
their ends will permanently hold them in place.
It is evident that after the engine or motor has once been stopped, when the
pitching of the vessel attains 15° which is the point supposed to be dangerous for th
propelling apparatus, the vessel may with impunity exceed 15° in its rocking motion,
without the regulator effecting the engine in any way, it being retained by the
internal stops, either to the right or to the left, according to the direction of the
pitching.
Thus in proportion to the inclination, the self acting regulator will do away with
any unnecessary consumption of steam; as the latter is only to be used to its full
extent when the ship is parallel to the plane of the water; that is to say when it is in
its normal position.
Being thus provided with the self acting pitching regulator, my propelling
apparatus is effectively protected from the inconveniences attending the pitching
notion inconveniences which very forcibly manifest themselves in screw-steamers and
for remedying which no efficient means have as yet been devised.
:

page_text: I may add, that although the gear operating the various devices is identical two of
the said devices (those located at the stern of the ship) possess nevertheless some
peculiarities which must be pointed out.
The propeller rods operating the propeller devices placed at the fore part of the
ship are actuated by a single connecting rod, while the two propeller rods operating
the devices situated at the stern are actuated by "twin" connecting rods.
This arrangement is necessary in order that the propeller rods, fore and aft, may
have one longitudinal axis in common, see Figure 2.
To a person examining the whole of the apparatus as represented in Figures 1 and 2,
it may appear somewhat complicated or cumbersome. And the observation may
suggest that its aggregate weight is greater than that of a propeller screw together
with its motive engine.
To these objections I would reply that in a steamer moved by twin screws, there
are necessarily two driving shafts with their blocks, clutches, reversing gear etc.
which certainly take up considerable room.
In my propelling apparatus the only parts that can actually be viewed as greatly
increasing the volume of the whole arrangement, are the fore oscillating or rolling
frames which are indeed the essential feature of the apparatus but then it should be
borne in mind, on the other hand, that as these oscillating frames are very close to the
walls of the ship there remains a considerable free space between them in which
the boilers, engine, and coal bunkers can and should be placed.
The length of the space occupied by my apparatus may be at most 100 feet, rather
less than more, for a vessel about 335 feet long, measured between the extreme edges
beyond the oscillating frames.
In paddle-wheel or screw steamers, the engines, boilers and coal bunkers generally
occupy a space equal to at least one quarter of the total length of the ship. This
proportion is not far exceeded in my apparatus, there would at all events remain a free
space about 235 feet long available for the stowage of goods, &c. The slight increase
of weight which my apparatus will probably produce, will readily be endured by all
persons who realise the advantages my propelling apparatus affords, and duly
appreciate the advantages it offers, which advantages shall be pointed out at the
conclusion of this specification.
To diminish the weight however, and at the same time to make my mechanism less
cumbersome I propose in some cases to use only one half of it that is to say instead
of having one pair of propelling devices located at the head of the vessel, and the
other at the stern, performing the propelling operation alternately, one pair of such
devices may alone be used, either at the head or at the stern, whereby the weight and
volume of the mechanisin will be reduced by one half.
But in such a case there will only be one propelling device in actual operation at a
time, whereas the other will move in the opposite direction without effect. Although
the working may be as convenient with two propelling devices acting alternately as
with four acting alternately, by pairs there will be nevertheless one disadvantage
resulting therefrom, which will diminish the speed of the ship, viz, the loss due to the
increase recoil, as the surface pressing upon the water for propulsion instead of
mounting to 33 ft. 4 ins. will only be 16 ft. 8 ins.
When, therefore it is desired to fit out one of those large and magnificent packets
destined for long voyages, the application of the four devices is always preferable. A
rate of speed hitherto unknown may then readily be attained, and a considerable
amount of fuel saved. And not only by the saving of time, will money be gained;
but the risk of accidents to which a vessel is always subject on the sea is at the same
time lessened.
Should one of the propelling devices or its operating mechanism be damaged, it will
be easy to allow two propellers to remain at rest by disconnecting their connecting
rods. And the ship may pursue its voyage under the action of the remaining two
propelling devices; one at larboard astern, and one at starboard ahead.
have stated in the commencement of this specification that it is the oblique working
of the propeller screws and paddle wheels, together with the loss resulting from the

page_text: recoil, which make the employment of very powerfull motive engines necessary, to
attain even an indifferent rate of speed.
If this fact be borne in mind, it will readily be understood that my chief object in
devising this propelling apparatus has been the complete suppression of the obliquity
of the paddle and a notable decrease of the recoil by means of the large surface
pressing upon the water in a uniform manner during the propelling stroke.
There are many advantages resulting from my propelling apparatus a few of which
are hereinafter described.
In comparing two similar vessels, that is to say, of the same shape, length, width
and displacement, both provided with exactly the same motive power; and supposing
that one of such vessels is provided with a screw propeller or paddle-wheel, which by
means of her engine or motor attains a speed of 15 knots per hour; supposing further
that the other vessel is provided with my propelling devices.
It will then be seen that whereas the ordinary paddle-wheel or screw steamer, in
using her utmost exertions, will only just attain her maximum speed of 15 knots, the
steamer fitted with my above described devices will easily move at the rate of 30 knots
per hour, or double the speed of her competitor.
But if instead of doubling the speed, it is deemed sufficient to travel at the same
rate as the paddle-wheel or the screw steamer, at least 60 per cent. of fuel will be saved.
However startling the statement of this result may appear, it is certainly and
unquestionably true.
It will suffice to peruse the accounts of M. Jouffroy fils Palmiped system to be
convinced of the admirable results he has obtained and demonstrated with a steam
boat which he navigated on the Seine. The reports of the Academy of Science are
positive, and altogether in his favour. The speed and economy his apparatus was
capable of producing have been recorded in a comparative table annexed to his
pamphlet. But as I have mentioned in the commencement of this specification his
apparatus being no more than a rudimentary attempt at improvement, could not
possibly be applied in practice. For his propelling devices consisting of hinged
leaves, would necessarily get out of order or be destroyed before long. Besides
was not possible to make his steamier go astern; and the return motion of the hinged
leaves, though they may be closed, offered a considerable resistance, when required
to work without effect. Again his large levers oscillating like pendulums described
an are of a circle, which while approaching as near as possible to a straight line, was
an arc or a curve for all that, and accordingly caused a certain loss of propelling
power.
Howbeit must again acknowledge the remarkable results his experiments have
given.
Now, if my propelling apparatus be compared to the "Palmiped" mechanism, it
will at once be perceived that there is no analogy whatever between the two. But
having created a practical system of direct-horizontal propelling which presents the
advantages and none of the shortcomings of that of M. Jouffroy, I am certain to
obtain the speed and economy the latter has named with reference to his own invention.
It was by observing the swan with respect to its propelling organs that
M. de Jouffroy has been led to contrive his apparatus. But it is from observations
made by upon another aquatic animal viz. the frog that my invention is founded.
Not only does this animal of all others of the same species offer a highly interesting
subject of study, but it is I think the best example to follow in point of propulsion on
or through the water. Every one has seen for instance, with what rapidity the frog
moves in the water and the powerful impulse it gives itself with every movement of
its feet considering how short these are.
This result is not, as may be supposed due only to the vital energy of the frog: its
chief cause is the manner in which the propelling members of the animal are situated
and work, viz. the propelling action is rectilinear and parallel to the longitudinal axis
of the animal's body; so that an impulse in proportion to its volume may expend itself
fully without being counteracted or absorbed by any contrary force.
The system of my apparatus is to a certain extent analogous to the animal just

page_text: named. If the propelling power and the force of impulse which might be exerted by
an imaginary frog 335 ft. long can he realised, it will be easy to conceive I think, what
rate of speed a vessel of that length provided with my propelling apparatus must be
capable of attaining, and to add one more argument in favour of rectilinear propulsion,
I will adopt M. de Jouffroy's opinion with which I perfectly agree viz. "that any
propeller that does not press the water in a direction strictly parallel to the
longitudinal axis of the vessel, causes a loss of speed proportional to its obliquity."
My apparatus is also somewhat similar to an oar, the oldest and most natural
propelling medium, which however, no one has been able as yet to operate by
machinery. Similar to an oar my paddles act by four fold movements, which may be
divided thus, the immersion, the actual propelling stroke, the rising motion, and the
return stroke above the water. Only the sinking and rising of my paddles are
performed in a way by far superior to that in which it is accomplished by ordinary
oars for oars unless they are handled with unusual skill, always first reach the
water samewhat flatwise; and in addition they describe a curve in their propelling
movement. Notwithstanding that, their efficiency is truly remarkable, both as regards
the speed obtained and the power expended.
My apparatus is so combined that the paddles reach the water with mathematical
precision, just at the end of their horizontal stroke, and enter it edgewise and without
any splash and perform their propelling stroke in a straight line without causing
any swell in the water; and again emerge edgewise with the same mathematical
precision.
;
Let it be supposed on the other hand, that a screw or a paddle wheel steamer is
called upon accidentally or otherwise to move along between quicksands. It will be
at once evident that such propellers will soon exhaust their power; the screw in
struggling to force the sand out of the way, to the right and to the left, thus causing an
immense twirl; and the wheel is alternately loosening and compressing the sand.
Through such abnormal working, not only would twirls and shocks be caused but the
branches of the propeller screw or the paddles of the wheel would before long he
broken or deflected; and should a very powerful twisting strain act on the driving
shaft, even this might be broken.
But supposing a boat provided with my propelling contrivance happens to he
passing through a rather narrow canal, so that the propelling devices, instead
of being immersed in water enter the ground, or get entangled in quicksands, what
will then happen is simply this; the paddles in falling upon the sands, will penetrate
the same owing to their sharp edges as easily as if they were knives with the result
that the propelling rod, being in inotion will either pull or push the paddle as the case
may be and the latter by reason of the nearly firm point of support against which it
has to bear, will scarcely stir, so that it will practically be the vessel herself that will
slide over its propelling rods and upon the propelling stroke being thus completed,
the paddle will issue from the sand with as great a facility as it emerges from the
water. Unlike that which would inevitably happen, were the ship provided with an
ordinary screw propeller or paddle wheel, not one grain of sand would in this case be
raised during the propelling stroke or when the paddie emerges from the sand ; and
the vessel would further profit by the almost total absence of any recoil as the paddles
would find an almost invariable point of support.
This digression will I am afraid be considered somewhat long, but which I however
deem necessary for the conclusive demonstration of the merits of my new propelling
apparatus.
Another advantage appertaining to my apparatus is the total suppression of the
tremulations generally produced by paddle-wheels and screw propellers, and which
are so injurious to the rivets maintaining the metal sheets in place in iron or steel
vessels, and so inconvenient for passengers.
No noise whatever is caused during the operation of the propelling devices.
Another advantage is the suppression of the "swell" or other abnormal agitation
of the water generally produced by rotary propellers, and which is particularly
objectionable in canals resulting as they do, in the rapid erosion of the banks.

page_text: It is also evident that any ship fitted with my propelling mechanism can be as
readily adapted for the use of sails as a screw steamer. In fact as I have herein before
explained the paddles in moving back (without effect) will get farther off the plane of
the water, as the ship takes up a more inclined position in sailing; so that whatever
the angle of her incline may be, no untimely immersion of the paddles can ever take
place.
Another advantage is that the rolling will notably decrease owing to the support the
paddles will afford to the vessel during their propelling stroke.
The helm retains its usual place and undergoes no alteration whatever.
It is also clear that the stuffing box, through which the propelling rods pass offer
greater security than those of ordinary screw propeller steamers, by their being
arranged above the floating line. In case of damage no water will rush in, so that
the bulky tunnel with which screw steamers are as a rule furnished is unnecessary.
In my system should it so happen that the stuffing box sustained any damage, and
must be replaced, the vessel has only to be inclined to the opposite side, when the
repairs can easily be made without its being necessary to take the vessel into a
dry cock.
The arrangement of the whole apparatus maintains the ship in a perfect equilibrium,
owing to its uniform and symetrical arrangement in the direction of the ships length. The
propelling devices also while in operation, will not be able to disturb the stability of
the boat, as they alternately recede from, and approach each other, travelling in each
case an equal distance.
My apparatus facilitates the inspecting and repairing of the propelling devices
without its being necessary, as in the case of the screw propeller to enter a
dry dock.
The construction of my propelling apparatus presents no additional difficulties as
all mechanisms, and all parts of the latter, lie within the province of rational and
practical mechanics.
The weight of the four propelling devices together will not exceed that of two
paddle wheels, but be rather less.
Another advantage is that the arrangement of the whole apparatus admits of the
easy mounting of the machinery, and, moreover, enables all parts thereof to be viewed
without difficulty.
My propelling apparatus although chiefly intended for commercial navigation, does
not absolutely exclude, however, the simultaneous use of the I propeller screw in men
of war.
The screw propeller offering that unique but real, advantage, that being
constantly immersed, it is beyond the reach of any projectile. But as regards
torpedo boats, rapid cruisers, despatch boats, transport ships etc. that is to say, all
craft not intended for actual warfare, and therefore not ironclad, my apparatus can
therefore be of the greatest assistance, as the functions they have to perform all
depend on this chief desideratum "rapid motion."
My apparatus also has the advantage of the combination of these essential qualities,
that is to say, firmness, lightness and durability.
Having now particularly described and ascertained the nature of my said invention,
and in what manner the same is to be performed, I declare that what I claim is,
First. The employment of one or more propelling devices on each side of the head,
and on each side of the stern of the ship or vessel, each of which devices comprises
paddles fixed upon a horizontal shaft and susceptible, first, of a horizontal and rectilinear
reciprocating motion, and secondly of a rocking motion by which they alternately
rise above, and sink into the water at the end of each stroke so that they are in the
water during the propelling motion, and emerge during the return motion, the
paddles at the head of the vessel and those at the stern thereof working alternately,
substantially as above described and shewn in the accompanying drawings.
Second. The mechanism for imparting to the paddles at each end of their stroke,
the oscillating or rocking movement whereby they alternately rise above, or sink
under the water, according as the next stroke is to take place with, or without

page_text: propelling effect, such mechanism comprising an oscillating
or roll frame 5
provided with its appropriate gear, in combination with a tilting lever 12 and a roll
counterpoise 15, substantially as described and shown.
Third. In mechanism for controlling the alternate rising and sinking motion of the
paddles, the oscillating frame consisting of a frame or casing 5, a hinged parallelo-
gram with springs 24, 24, 25, 25, a tilting lever 12 bearing upon the sail springs
and integral with the main propeller shaft, an adjustable spring 35 forming a brake
for preventing the shocks of the said tilting lever, and the reversing cylinder 41,
substantially as described and shown.
Fourth. In the mechanism for controlling the rising motion of the paddles, out of
the water, the tilting lever 12 arranged upon the shaft and carried along with it in
its reciprocating motion, the said lever sliding against the parallelogram, and being
only capable of turning to the extent of 45° without taking round with it the main
driving shaft 9, substantially as described and shown.
Fifth. In mechanism for controlling the rising and sinking motion of the paddles,
the roll counterpoise 15, holding the shaft 9 constantly in the same vertical position
notwithstanding the rocking or "rolling" of the ship or vessel and being disconnected
from the shaft 9 by its operating mechanism at the end of each stroke, and thrown
into gear therewith directly the said shaft has completed one revolution for raising or
lowering the paddles, substantially as described and shown.
Sixth. The clutch or device for reversing the motion irrespectively of the operation
of the engine or motor and consisting of a three-way cock or other distributing
device, communicating with a steam boiler or with a reservoir of compressed air, and
exhaust apparatus in combination with the four cylinders 41, the piston rods of which
are connected to the hinged parallelograms of the oscillating frames so that, at the
time when the motion is reversed, the said parallelograms are caused to oscillate
each of them being driven by the piston for the astern motion, or pressed upon by
spring 40 for the ahead motion, after the cylinders 41 have been put in communi-
cation with the exhaust by means of the three-way cock or distributor, substantially
as described and shown.
Seventh. The set of propelling devices consisting of any desired number of paddles,
keyed upon a shaft 9 and connected by cross ties, and suitable stays or tie-rods
connecting such paddles to the driving shaft to give them sufficient rigidity,
substantially as described and shown.
Eighth. The employment of protecting drums or cases with reticulated walls,
adapted to protect each propelling device from the impact of the waves while the
said device completes its return stroke without effect, as well as from any other
accidental shock or blow substantially as set forth.
Ninth. The indicator of the reversing of the motion consisting of a cylinder
communicating with the reversing pipes, the piston rod of which is fitted with a
runner upon which the word of command astern is printed and which when the
apparatus is propelling the ship astern occupies a position in front of an index plate
bearing the word ahead substantially as before described and shown.
Tenth. The improved apparatus consisting of the parts constructed and combined
substantially as described with reference to the accompanying drawings, and
operating as, and for the purposes, above set forth.
Dated this 22nd of August 1887.