IMPROVEMENTS IN THE PROPULSION AND STEERAGE OF SHIPS OR VESSELS, AND IN THE CONSTRUCTION AND ARRANGEMENT OF THE MACHINERY CONNECTED THEREWITH
Year: 1861

page_text: TERS PAT
to Marc Antoine Francois Mennons, of the British and
Foreign Patent Offices, 39, Rue de l'Echiquier, Paris, in the Empire of
France, for the Invention of "IMPROVEMENTS IN THE PROPULSION AND
STEERAGE OF SHIPS OR VESSELS, AND IN THE CONSTRUCTION AND ARRANGEMENT
OF THE MACHINERY CONNECTED THEREWITH."-A communication from Pierre
Louis Timothee Thier, residing at 39, Passage Choiseul, Paris.
ealed the 24th October 1861, and dated the 26th August 1861.
COMPLETE SPECIFICATION filed by the said Marc Antoine Francois
Mennons at the Office of the Commissioners of Patents, with his
Petition and Declaration, on the 26th August 1861, pursuant to the
9th section of the Patent Law Amendment Act, 1852.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, MARC
ANTOINE FRANCOIS MENNONS, of the British and Foreign Patent Offices,
39, Rue de l'Echiquier, Paris, in the Empire of France, send greeting.
WHEREAS I am in possession of an Invention for "IMPROVEMENTS IN THE
PROPULSION AND STEERAGE OF SHIPS OR VESSELS, AND IN THE CONSTRUCTION AND
ARRANGEMENT OF THE MACHINERY CONNECTED THEREWITH," communicated to me
by Pierre Louis Timothee Thier, a person resident at No. 39, Passage Choiseul,
Paris, and have petitioned Her Majesty to grant unto me, my executors,
administrators, and assigns, Her Royal Letters Patent for the same, and have
made solemn declaration that it is a communication.
[Price 8d.1

page_text: NOW KNOW YE, that I, the said Marc Antoine Francois Mennons, do
hereby declare that the following Complete Specification, under my hand and
seal, fully describes and ascertains the nature of the Invention, and the manner
in which the same is to be performed, reference being had to the accompanying
Drawings, and to the letters marked thereon, that is to say:―
The Invention communicated to me consists in certain improved combina-
tions of known mechanical elements applied to the propulsion of ships or
vessels with a view to obtain increased speed at a lesser expenditure of motive
power, while affording greater facilities in steering than those offered by any
of the analogous arrangements at present known. The large majority of
propellers now in use carry forward the vessel in throwing the water back-
wards, in which process two resistances are encountered, the first from the
heaving or gathering of the water ahead of the ship, and the second from the
depression of the level astern; independent of this, the propellers most com-
monly employed, such as the screw and the paddle, expend a large proportion
of their power in agitating, without utility, a considerable mass of water, while
their movement gives rise to a decomposition of forces which, to a great extent,
paralyses their action and limits the speed of the vessel to which they are
applied. To obtain a rapid and economical propulsion the main points to be
avoided, therefore, are useless agitation of the water, decomposition of the
forces, false direction of the power, gathering of the water ahead of the ship,
and lowering of its level astern. These obstacles overcome, constitute an
equivalent gain in favour of the propulsion without throwing extra work on
the motor; the result of which is, that the entire force developed being use-
fully opposed to the resistance encountered, the propulsion must naturally
become more rapid and more economical than that obtained by the ordinary
propellers as at present generally employed.
To render more intelligible the following description, I purpose dividing it
into four parts, each covering an application of the Invention, viz:-1stly,
paddle arrangement; 2dly, piston arrangement; 3dly, screw turbine arrange-
ment; 4thly, screw arrangement.
PADDLE ARRANGEMENT.
Figure 1, Pl. I, of the accompanying Drawings, represents the interior of
a ship with the position of part of the elements composing the propelling
apparatus; the details of construction will be found in the following

page_text: munication with the stern. The water penetrates into this canal up to the
pallets E, E, which are carried by a chain F surrounding the wheels G, H.
The wheel G, worked by the action of the motor on the connecting rods I, J,
carries round the pallets, which throw sternwards the water coming from the
fore part of the ship, thus dissipating the gathering ahead and filling up the
depression astern. It is essential to have the opening C of the canal of
sufficient height to avoid obstructing the water thrown aft by the paddles;
but in order to prevent the passage of the waves through this opening a strong
valve K is suspended to its upper section, as seen in the Drawing. This
valve floats and gives ready egress to the water of the canal while preventing
the introduction of the waves. The surfaces of contact of this valve are
mounted with cork in order to deaden the shock produced by its closure, and.
by adding to its buoyancy, to dispense with the necessity for counterpoises.
The rudder L, M, is mounted on the shaft N, and projects beyond the
extremity of the keel by the part L, while the part M enters the canal, as
seen by the horizontal section, Fig. 23, Pl. 2. In this manner the rudder
produces a double effect. On one hand we have the ordinary steering action,
and on the other the revolution of the leaf M narrows the canal to the right
or to the left, and the water, having no longer an issue in front, flows, to one
side and facilitates the veering of the ship.
The above combination of wheels, chains, and pallets, admits of several
modifications and additions, as will be seen by reference to the remaining
Figures of Pl. 1. In Figure 2 the pallets A, A, are held rigidly during their
passage through the water by the click pieces B, B, acted on by the catches
C, C. The wheels D, E, in revolving, carry with them the chains F, G, on
which are mounted the pallets. The rollers H, H, run upon the inclined
planes I, J, which raise the catches and disengage them from the slots of the
click pieces; the paddles then become free, but being retained by the water
at their lower section, they take up the position seen in K. During their
upward movement towards the point Ira second slot is presented to the catch,
and they are thus fixed horizontally, as seen in G. In this position the pallets
revolve until they reach the inclined plane J, which disengages the catch, and
their lower section being again held by the water, falls gradually into the
vertical line until it reaches the point at which it takes up the horizontal
position, as before, and so on during the movement. It should be remarked,
that in this arrangement a number of paddles are worked simultaneously, by
which means a point d'appui " is obtained, possessing sufficient resistance to
neutralise the recoil of the water. To back the vessel it is simply necessary
to reverse the movement of the wheels. Two rollers, M & N, may be em-

page_text: ployed to support the chain. The connecting rods O, P, transmit the power
from the motor to the wheels. It is advantageous to bevel off the extremities
of the pallets, as seen in Q, Q. In the Figure just described (2) the chain is
represented in full, but in those following its outline and position only are
indicated.
In Figure 3 the pallets are fixed from I to J, like the preceding ones, but
to complete their revolution they are maintained horizontally by a guide
piece B, B, B, on which turn the rollers C, C, C, but, not being fixed by click
pieces, at the moment of their entry into the water the inclined plane J becomes
unnecessary. The other, I, is required to disingage them. This arrangement
is applicable only to the forward movement. When desired to set back, an
upward motion is imparted to the hand bar D of the turn piece E, E, the
centre of which is in F; the inclined plane I withdraws, while the other J takes
up position in the passage of the click pieces and effects the disengagement of
the pallets. The wheels should at the same time be reversed.
Figure 4 is a repetition of the Figures 2, 3, with this difference, that the
pallets are left free to revolve, with the exception of the point from A to B,
at which they are held, in order to repel the water, after which they are
disengaged and continue their movement. The lower section of these pallets
is heavier than their upper part, so that they fall of themselves into the vertical
position. As seen in H, Fig. 7, their axles are set on the face instead of
traversing them in their thickness, by which means they are forced to incline
by their own weight, thus facilitating their entry into the water and general
action. In this Figure (4) the wheels are connected by the coupling bars
C, C, acted on by the connecting rods D, D. Instead of this arrangement
the after wheel may be worked as seen in Figure 2, or again, when desired
to reduce the diameter of the wheels, they may be acted on by rack work to
multiply their speed. The chain may be sustained by one or several rollers,
and the number of pallets may be varied as required.
The arrangement shewn in Figure 5 differs from those above described in
the peculiar form of the pallets, the object of which is to permit of the click
work being dispensed with. These pallets are mounted freely like the others,
and fall naturally into the required position.
From A to B and C the position they occupy in the Figure is due to their
own weight, but on arriving at D their lower section E meets the water, which
they enter in turning over, the wheel in its revolution carrying with it the
upper section D. From the vase form of these pallets, the water presses on
their concavity, and maintains them in the position seen in G, H; their tendency
to hang over, and consequently to raise the water in their upward movement,

page_text: is corrected by the inclined plane I, which presents itself to the rollers K, K,
and retains the pallet in its vertical position until its upper section has issued
from the water. It then becomes free and remains so, till the return stroke.
These pallets, like those above described, are secured by the settings L, L,
traversed by the axles which connect the two sides of the chain. Their form
may, if desired, be modified as seen in M or N. The bearings, in which
revolve the shafts of the wheels represented in this and the preceding Figures,
may be mounted on runners, as seen in P, P, so as to facilitate the regulation
of the tension of the chain. It may be observed that the arrangement above
described may be applied with advantage to ordinary paddle wheels, the
pallets being set by their axles between the sides of the framing in the same
manner as between those of the chains seen in the Drawing. By this means
they acquire the advantage of penetrating more deeply into the water and
egressing from it more freely than the rigid pallets generally employed, while
the facility with which their height may be increased reduces the recoil of the
water to a considerable extent.
Figure 6 is a plan of the coupled wheels D and E, carrying the chain, and
mounted on a frame R, R. In this Figure are seen the connecting rods O, P,
by which the movement is communicated from a steam engine or other motor.
The wheels commanding the chain may be made of larger diameter than the
others especially for the smaller sized vessels, which may require to be driven
at a high speed, and in which there may not be sufficient space to contain two
sets of large diameter.
Figure 7 represents the chain composed of two sides A, B, connected by cross
pieces C, C, C, which retain the pallets; D represents a pallet of Figure 2,
and E one of Figure 3; F, F, are the rollers which run on the guide G. Two
guides may also be employed, one at each extremity of the pallets, and four
rollers instead of two. This arrangement may possess a certain advantage in
some cases, but adds to the expense of construction. The pallets may, if desired,
be rectilinear, or slightly curvilinear, so as to facilitate their entry into the
water.
Figure 8 represents the click pieces, on an enlarged scale. A is the catch;
B, the tooth which enters the slot to fix the pallets; C is the roller which
runs on the inclined plane and raises the catch; E is the talon or stop by
which it is maintained at a sufficient distance to avoid the shocks; F, F, is a
spring which accelerates the action of the catch and sustains it during the
movement; G is the click piece, in the form required by the arrangement,
Figure 2; H, Figure 9, is the same piece applied to the arrangement, Figure 3

page_text: I, Figure 10, is that of the arrangement, Figure 4; J, K, Figure 11, are the
springs, which may be formed of different metals.
Figures 12, 13, represent the construction of the chain, which may be formed
of iron, brass, copper, or other suitable metal. The section A, A, Figure 13,
represents a packing, composed of leather tissue, hemp, or other soft matter,
coated with paint or tar.
The object of this packing is, on the one hand, to deaden the shock and the
friction of the juxtaposed metals, and on the other to increase the adherence of
the chain to the wheel. Should that in certain cases be found insufficient, a
series of slightly projecting studs with rounded heads may be fitted to the
circumference of the wheels, as seen in F, Fig. 6; or again, a number of longer
studs, as seen in G, distributed at regular intervals in such a manner as to
enter into a corresponding range of holes formed in the chain. If so desired,
the chains may be altogether replaced by driving bands or flat cables in plaited
copper or other suitable metal, provided with settings and axles for the
pallets and catches, as also with the soft packing above mentioned.
Figure 14 represents an arrangement of power rods ("triangles de
puissance") borne by the suspension pieces A, A, A, A, Fig. 15, which are
sustained at their upper extremities either by standards or by the joisting of
the deck, as seen in U, U. These suspension pieces are so adjusted to the
power rods as to permit a come-and-go motion.
The parts B, B, Fig. 14, are fitted to the connecting rods O, P, Fig. 6, so
that the movement imparted to the power rods is communicated to the latter,
in the same manner as by the pistons of a steam engine. These power rods
are worked by the hand, and are ranged by fours in each of the skeleton cells,
the number of which necessarily varies according to the dimensions of the
vessel. The cross pieces C, C, C, C, which connect the rods together, serve
as hand bars for the working. They may be made either single or double as
required, the latter arrangement being preferable, as giving freer working room
to the men, who seated in front of each other, perform an alternate drawing and
repelling motion. A considerable amount of force is thus developed without
decomposition of the movement, and with comparatively little fatigue.
on a canal running from bow to stern, as above described. A is the fore, and
B the after part of the vessel.
Figure 17 is a plan of the same parts; from C to D' is a partition, which

page_text: divides the canal into two ducts. E, F, G, H, I, J, K, L, represent the
hinges of eight valves, four of which are distributed for the forward and four
for the backward movement. These valves are acted on by the cross pieces
0, 0, and P, P, P, P by means of levers, as hereafter described; M, M, M,
and N, N, N, represent the pump bodies. The pistons M, M, M, Fig. 16,
draw in their upward stroke the water coming from the fore part of the
vessel, and in so doing raise the valve E, while the valve F closes. The
pistons N, N, N, in their down stroke repel the water, and close the valve G,
while the valve H opening, gives passage to the water, which escapes to the
stern of the vessel. These pistons M & N work alternately, so that the
water is continually drawn up towards the bow, and thrown off towards the
stern, thus producing the onward movement of the vessel. During this opera-
tion, the valves I, J, K, L, are suspended by chains fitted to the rods
Q, Q, Q, Q, while the rods R, R, R, R, are lowered, and the chains S, S, S, S,
permit the action of the valves E, F, G, H. For the backward motion, this
distribution is changed by depressing the levers T, U, which disingage the
valves I, J, K, L, and suspend the valves E, F, G, H. The water then,
instead of running from bow to stern, runs from stern to bow, and reverses
the course of the vessel. The rods Q, Q, Q, Q, and R, R, R, R, pass through
apertures fitted with a soft packing to prevent escape of the water. These
rods are fitted to the cross pieces P, P, P, P, and O, O, communicating with
the levers T, U, by which they are worked, and the movement reversed. The
valve gear may, of course, be modified according to circumstances, as also
the appliances by which the pistons are worked, as, for instance, (in so far
as the latter are concerned) by direct action of the piston rods of a steam
engine, or by the agency of beams and levers.
Figure 18 is a cross section of the canal, shewing the front of the valves,
and the manner in which they are distributed. From this Figure, it will be
seen that they repose on projections from the inner surfaces of the canal,
indicated by the letters V, V, Fig. 16. As seen in the Drawing, these valves
are connected by the chains with the cross pieces P & O, by which they are
actuated.
Figure 19 represents in a somewhat modified form the arrangement above
described; in this combination, only four valves are employed instead of eight.
Figure 20 is a plan of the same. C, D, is the partition, dividing the canal
into two ducts; E, F, G, H, are the hinges of the valves; I, J, K, L, are the
frames by which the latter are guided; M, N, are the pump bodies. The
piston M, Fig. 19, aspires in the up stroke, the water coming from the fore

page_text: The
part of the vessel, and raises the valve E, while the valve F closes.
piston N, in its down stroke, repels the water, and closes the valve G, while
the valve H opens passage to the water, which escapes towards the stern of
the vessel. By this alternate action of the pistons, the water flows uninter-
ruptedly from bow to stern. During this process, the frames I & J are
raised, and allow the valves to open at one side. while the frames K and L
are lowered, and prevent the passage of the water to the other. For the back-
ward motion, the frames K & L are raised, and I & J are lowered; the
valves then work in the opposite direction, and reverse the course of the ship.
The frames run in the slides 0, 0, 0, 0, and are worked by the pinions P, P,
which cog in the rack with which they are provided, so that, on working the
pinions, two of the frames rise, while the two others descend. It is needless
to add, that other means may be adopted for working these frames, such, for
instance, as lever adjustments or modifications of the above rack arrange-
ment. As already stated, the pistons may also be worked by gearing of dif-
ferent descriptions, as, for instance, by the levers Q, Fig. 19, acted on by the
power rods R, borne by the suspensions S.
Figure 21 is another cross section of the canal, shewing the face of the
frames K, and of the two valves E and F. The frame is sunk in the slides
0, 0, in and by which it is guided and maintained. In this Figure the valves
are represented as lowered on the frame apertures, which are somewhat
smaller than the valves themselves, to which they serve as stops. The upper
sections of the slides are provided internally with a hempen or other soft
packing to check the escape of water; in this arrangement two pistons only
of large diameter are employed. If so desired, a large number of coupled
pistons may be adopted, as seen in the preceding Figures, so as to permit the
reduction of their diameters while retaining sufficient surfaces of pressure.
Instead of the two ranges shewn in Figure 17, a triple range of pistons may
be applied as a means of obtaining more powerful and regular motion.
SCREW TURBINE ARRANGEMENT.
Figure 22 represents a screw turbine combination mounted in the canal A, B.
This apparatus is composed of several wings C, C, distributed in spiral round
the shaft D. The lower sections of these wings are widened out and cut
circularly, so as to raise the water in abundance up to the point E, E, from
whence it is thrown off by the centrifugal action, as hereafter described. To
the shaft. D is fitted a circular plate F, which reposes on two or three rollers
G, G, and to which the turbine is suspended, so that the lower pivot H is

page_text: relieved by the friction resulting from the weight. The shaft is maintained
simply by the bearings I, I, and by its extremities. This screw turbine may
be worked either by racks, by connecting rods, or by cranks. J, J, are
partitions, intercepting the passage of the water, so that the turbine takes up
the water proceeding from the fore part A of the vessel, without acting on that
abaft B, and throws it aft without permitting its reflux. The flow of the water
is indicated by the arrows. The rudder L, M, is of similar construction to
that represented in Figure 1.
Figure 23 represents a vessel in horizontal section to about the height of
the turbine, shewing the widened rounded form of the lower part of the
wings C, C. The upper sections of these wings are turned over and
straightened from the axial line, so as to take up towards the circumference a
vertical position. By this form the turbine is caused to produce a double
effect; firstly, that of raising the water; and, secondly, that of utilising the
centrifugal force, which tends to produce a vacuum in throwing the water
around, thus accelerating the displacement, and carrying the vessel forward.
To facilitate this projection of the water, a number of small pallets are set
obliquely between each wing, so as to multiply the repelling surfaces. The
Finclination of these pallets serves at the same time to facilitate the "hold" on
the water when backing the vessel, which is effected by a reverse movement of
the turbine.
It is very possible that attempts may already have been made towards
the application of turbines to the propulsion of ships; but if so, it is certain
that up to the present day the action of this apparatus has been confined to a
limited point, instead of being, as in the present case, developed over its
entire surface, and from front to back. The casing surrounding the screw
turbine is, instead of being concentric to it, brought closely up at the point E,
so as to intercept on that side the passage of the water, but widens off up to F,
so that in the movement of the apparatus the water is thrown against the sides
which guide it to the canal. Being thus forcibly projected in large quantities
without possibility of recoil, it egresses at the stern, and throws the vessel
forward. To facilitate this effect and assure the proper direction of the water,
a series of guide blades may be applied, as seen in G, G, to receive the shock of
the water thrown off by the screw turbine, and thus obviate all perturbation in
the current produced by the latter. The circle H, H, serves on one hand to
consolidate the different parts of the apparatus, and on the other to sustain the
water flowing between it and the top, thus facilitating the centrifugal action by
which the water is projected from the circumference of the wings.
The flow of the water is indicated by the arrows, Fig. 23. A, A, represent

page_text: the bow, and B, the stern openings. In this Figure is also shewn the rudder
L, M, which narrows at one side the opening of the canal to facilitate the
veering of the ship, as already explained in the description of Figure 1.
An advantage of the combination just described is, that in vessels of heavy
tonnage, requiring high propelling power, a number of screw turbines may be
distributed one after the other in the same canal, without injury to their
individual action.
It should here be remarked, that either of the two preceding arrangements
("piston" or "screw turbine ") may be adapted to vessels already built without
alteration to their general form. To effect this application, it suffices to
bifurcate the canal, so that it may open on each side of the hull A, B,
Figure 24, towards the stern, instead of opening directly at that point by a
single issue. In this case, the ordinary rudder C may be employed, or a
steering apparatus with an excentric shaft E may be mounted within the canal
at the point of bifurcation D, so as to close in its movement one or other of the
orifices, thus causing the water to flow through a single passage, and the
vessel as a natural consequence to veer with rapidity. On the same principle,
a pair of rudders may be adopted, one in each branch of the canal, so set as to
close at will one or other of the issues.
SCREW ARRANGEMENT.
The screw propeller, as at present employed, gives rise to considerable waste
of fuel, from the impossibility of applying directly to the propulsion the
full amount of motive power developed by the engine. In the first place, a
portion of the force is expended on the violent agitation of the water in
different directions; and in the next, a sort of vacuum is produced during the
movement between the screw and the vessel, by which the speed of the latter
is considerably reduced. Independent of this, the propelling action is com-
paratively limited, as, when driven at a high speed the water is carried round
with the screw and retards the progress of the vessel. The greater part of
these disadvantages are obviated by the present combination, of which the canal
already described forms the principal element.
Figure 25 is a vertical section of the stern of a ship. A, B, is the canal,
permitting the water flowing from the bow to pass into the screw C, C, in the
rotation of which, it is taken up and thrown astern.
By this arrangement the following advantages are obtained:-1stly,
increased speed, resulting from the absorption by the screw of the gathering
of water ahead of the vessel:-2dly, facility of movement, resulting from
the disappearance of the depression generally produced in the water at the

page_text: stern; 3dly, increased energy of propulsion, resulting from the hold ("point
d'appui ") afforded to the screw by the abundant supply of water thrown on
it from the bow. D, D, represent a hollow truncated cone, in which the
screw revolves. The object of this arrangement is to economise in favor
of the propulsion the surplus force at present needlessly expended by the
ordinary screw, as the water, instead of being agitated and thrown aside
by the pitch of the wings and the centrifugal action, is so maintained and
guided by the cone as to be entirely projected in a line parallel to the axis of
the vessel, and consequently in the direction most favorable to a rapid
and economical movement. This cone is formed of copper or other suitable
metal, and is so adjusted in the hull as to prevent the screw from acting
otherwise than from bow to stern. The screw itself is mounted on a
shaft E, E, and is driven by an engine in the usual way.
wide, plane, and rectilinear, and are distributed around the
angle of about 45°, so as to act energetically on large masses of water.
The form, pitch, and general construction of this screw may however be modi-
fied according to intended applications. F, I, represent the rudder with the
centre of motion at the point J, as those of Figures 1, 22, 23. In the move-
ment of this rudder, the water thrown off by the screw is forced, as already
explained, to pass on one or other side of the vessel, as indicated by the arrows
in the Drawing.
Its wings are
shaft E at an
Figure 26 is a cross section of the stern of the ship between the rudder and
the screw. In this Figure is shewn the adjustment of the cone D, D, D, in
the space K, K, K, as also the arrangement of the screw C, C, and the form
of its wings. As in the combinations previously described, a number of these
propellers may readily be adapted to each vessel, especially when high power
is required, or when the Invention is applied to flat-bottomed boats intended
for navigation in shallow waters. The series of screws thus employed may
be fed by the same canal without interfering with each other's action.
Figure 27 is another cross section of the stern of a vessel, representing the
manner in which the canal opening should be formed, when the piston or
screw-turbine arrangement is adopted.
Figure 28 is a cross section of the stern of a vessel distributed for the
application of the paddle arrangement. In this Figure the pallets A are seen
in their working position, as also the case B, in which the mechanism is enclosed,
the form of the after part of the canal, and that of the lower or submerged
section of the hull.
Figure 29 is the cross section of a ship through the widest part of its hull.
In this Figure is shewn the arrangement and construction of the canal;

page_text: A, A, B, B, are beams of wood running along the vessel to which they are
secured and serving as bearers to the flooring C, C. Partitions, as in D, may be
mounted at any convenient point, so as to increase the solidity of the structure.
The arrangement of the canal at the fore part of the vessel is the same for ail
the preceding combinations of propelling apparatus, but is modified at the
stern for each application, in the manner above described. In every case the
canal should be provided with a bow entry of sufficient diameter, and should
widen gradually from bow to stern, so as to obviate all resistance to the flow
of the water, even in its passage through the valves. The four propelling
arrangements above described may be applied separately or in partial com-
bination to each vessel. Thus, for instance, the piston or screw turbine system
may be employed conjointly with either the paddle or the screw arrangement,
and if so desired the canal may in such cases be trifurcated in order to econo-
mise the propelling action to the greatest possible extent.
Having now described and ascertained the nature of the said improvements,
and the manner of carrying them into effect, I would have it understood that
I do not confine myself to the precise details of form, proportion, construction,
or arrangement above laid down and shewn in the Drawings, as these may
obviously be modified according to circumstances without deviating from the
principles or main features of the Invention; but what I claim and desire to
secure by Letters Patent is, the application, as described, to the propulsion
of ships or vessels of the different mechanical elements above enumerated,
combined with a tubular canal or water-way running above the keel from bow
to stern, and partitioned as required; the said mechanical elements being dis-
tinguished from all those of a similar nature hitherto applied to the same pur-
pose by the following characteristic features:-
1stly, the combination of the traction chains with the paddle wheeis and the
peculiar arrangements by means of which the pallets of the said wheels are
locked and freed at the desired moment, substantially as above described and
represented in Figures 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, Plate 1 of the
accompanying Drawings.
2dly, the peculiar arrangement of propelling pistons and of the valve gearing
employed therewith, by means of which the vessel may be driven backwards
or forwards at will, substantially as above described and represented in Figures
16, 17, 18, 19, 20, 21, Plate 2 of the accompanying Drawings.
3dly, the peculiar arrangement of the screw-turbine propeller and of its
casing, substantially as above described and represented in Figures 22, 23,
Plate 2 of the accompanying Drawings.
4thly, the peculiar arrangement of the screw propeller revolving in a. trun-

page_text: cated cone, and fed by the water flowing from the bow of the vessel, substantially
as above described and represented in Figures 25, 26, Plate 2 of the accom-
panying Drawings.
5thly, the peculiar arrangement of power rods above described, and repre-
sented in Figures 14, 15, Pl. 1, and 19, Plate 2, of the accompanying Drawings,
by the application of which the steam or other motive engine may in certain
cases be replaced by hand power.
6thly, the novel construction and arrangement of the steering apparatus
above described and represented in Figures 1, Pl. 1, and 22, 23, 24, 25,
Plate 2, of the accompanying Drawings.
In witness whereof, I, the said Marc Antoine Francois Mennons, have
hereto set my hand and seal, this Twentieth day of August, the year
of our Lord One thousand eight hundred and sixty-two.