Improvements in Propelling and Steering Boats, applicable to Ships' Boats, Pleasure, and other Boats.
Year: 1899

page_text: Date of Application, 13th Sept., 1899
Complete Specification Left, 31st Oct., 1899-Accepted, 30th Dec., 1899
Improvements in Propelling and Steering Boats, applicable to Ships'
Boats, Pleasure, and other Boats. -
:
HENRY LEES, of No. 144, Stamford Street, Ashton-under-Lyne, Watchmaker
& Jeweller. I do hereby declare the nature of this invention. to be as follows;
2010.
My said invention has reference to an improved method of propelling boats,
and steering the same, being applicable to boats or the like which have hitherto
been propelled by oars, or by other means.
In carrying my said invention into effect, I employ two paddle-wheels which
work in suitable bearings at the rear of the boat, each wheel being secured on a
seperate shaft, so that each wheel can revolve independently of the other wheel,
turn either way, or stop altogether.
1.1
The said two shafts being moved to revolve by endless chains over sprocket
or toothed wheels, motion being given thereto by cranked handles, or by other
means, by manual, or other power, the said two shafts are not set in a perfectly
straight line, for although the inner ends of the shafts almost join together, the
outer ends slightly diverge outwardly, that is, in a direction fúrther away from the
rear of the boat. The effect of this divergence of the shafts (and consequently
of the paddle-wheels on them) is two-fold, and very important. In the first place
the paddle-wheels get much better hold of the water, than if the water came
surging direct from under the boat, and in the second place the paddle-wheels
being askewed outwardly from the middle or keel of the boat, either wheel revolving
by itself, would cause the boat to deviate from a straight course, whilst one wheel
revolving in one direction, and the other wheel the reverse direction would almost
cause the boat to turn round in its own length, both wheels revolving the same
direction, and the same speed, would under ordinary circumstances of wind and
current, cause the boat to keep a straight course.
A rudder is not essential to steering the boat.
•
,
The advantages of this method of propulsion over oar-propulsion are many, and
important, but it is not (at this stage) necessary to enumerate them. Suffice it
to mention one advantage, namely that the person or persons propelling a boat
under this method would face their work, consequently would see where they
were steering to, whereas by the oar-propulsion the person or persons using the
oars would have their backs to their work, and could not see where they were
steering to.
A
1000

page_text: Improvements in Propelling and Steering Boats, applicable to Ships'
Boats, Pleasure, and other Boats.
I, HENRY LEES, of 144, Stamford Street, Ashton-under-Lyne, in the County of
Lancaster, Watchmaker and Jeweller, do hereby declare the nature of this inven-
tion and in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement:.
My said invention has reference to an improved method of propelling boats,
and steering the same, applicable to boats (or the like) which have hitherto been
propelled by oars, or by other means.
In carrying my said invention into effect I employ two paddle-wheels A, A
the shafts A, 1 of which work in suitable bearings A, 3 at the rear end of the
boat, each wheel being secured on a seperate shaft, so that each wheel can revolve
independently of the other wheel, turn round either way, or stop altogether, the
frame 1) rests on the gun-wale, and carries the paddle wheels forming the con-
nection between the boat and the paddle wheels A, A
The said two shafts being revolved by endless chains B, 1 passing over sprocket
wheels, A, 2 and B motion being given thereto by cranked levers B, 3 turned
by hand power.
The said two shafts are not set in a perfectly straight line horizontally, for
although the inner ends of the said shafts almost join end to end the outer ends
of the shafts diverge slightly outwards, that is, further away from the rear of
the boat.
The effect of this divergence of the shafts, (and consequently of the paddle
wheels fastened on them) is two fold and important.
In the first place the paddle wheels get better hold of the water than would
be the case if the water came surging directly to the wheels from under the boat,
they grip fresh water so to say.
Secondly the paddle wheels being askewed outwardly have the effect that
either wheel being revolved by itself would cause the boat to deviate from a
straight course, whilst one wheel being revolved in one direction, and the other
wheel at the same time being slowed down, or stopped, would cause the boat to
make a sharp deviation from its previous course, both wheels revolving in the
same direction, and at the same speed would under ordinary circumstances of
wind and current, keep the boat in a comparatively straight course.
A small pleasure boat could be propelled, and steered, by one person. For
larger boats, as many sets of propelling apparatus could be employed, as oars
are generally used in similar boats.
A rudder is not essential to the steering of my boat, the steering being effected
by increasing the speed of one paddle wheel, or by decreasing the speed, or by
stopping the other wheel.
For general use, it is much better to have few loose working parts, which are
at all liable to be troublesome, to this end I should give preference to the frame D, D
(which forms the connection between the boat and the paddle wheels) being
permanently fastened down to the boat, but to suit the desires of others who may
think there may be risk of damaging the paddle wheels when beaching the
boat, or other purpose I have devised a means of raising the paddle wheels, the
same sort of frame being used whether to be made fast, or to be raised, in the
latter case the frame ends swivel or pivots D, 3, the pivots being fast to the

page_text: boat, a shaft with pinion-wheels at each end D, 2 stretches across the boat from D
to D, the shaft working in bearings secured to frame D, D. Upright toothed
bars D, 1 (fastened to the body of the boat) gear into the toothed pinions on
shaft D, 2, so that on the shaft being turned by a handle or key, the effect will
be to raise the frame, and consequently the paddle wheels on it, pegs or bolts
through holes in the upright bar holding it in position.
"
What is technically known as angle iron is generally accepted as the best
form for resisting strain, and I give preference to it in making the frame D, D
for carrying the paddle wheels, relying for support principally on the cross-
piece D, which rests on the back gunwale. Ships' boats are generally hoisted
out of the water by ropes over pulleys. Smaller boats could by careful handling
be beached without damage to the paddle wheels. I provide a device for con-
trolling (by loose or free guide wheels E, any tendency of the chains to mount
the teeth of sprocket wheels. Whether such tendency to mount the. teeth be
caused by slack chains or otherwise, the said guide wheels (if required) being
placed midway between the driving and the driven sprocket wheels, fastened to
the boat gunwale.
The advantages of my method of propulsion, over oar propulsion are many
and important.
In the first place the persons propelling the boat would sit facing the direction
they were desirous of steering to, whereas, persons propelling by oars would
have their backs to where they were desiring to go, so could not possibly see
their way.
Double-actioned-hinge-jointed oars, and other devices have been tried, to get
over the difficulty of oarsmen sitting with their backs to the prow, or forepart
of the boat, but hitherto unsuccessfully.
In my method, practically the whole propulsive apparatus is self contained
within the boat, (with the exception of the paddle wheels) but they are not as
wide as the boat at its widest part, this enables a boat to be propelled through
a passage little wider than the boat itself, whereas, by oar propulsion probably
four times the width of the boat would be required to allow the oars to be used.
There would be more room for passengers, as the cranked levers B 3 for turn-
ing by hand in my boat are close to the gunwale. Oarsmen generally require the
entire seat room for their own use, so that in a ship's boat there would probably
be additional room for a dozen or more extra passengers, a matter of considerable
importance in a case of shipwreck.
In the accompanying drawings, a boat is illustrated as fitted up with my
invention. Similar letters and figures represent the like parts in the different
drawings.
Fig. 1 is a view showing side elevation of a boat.
Fig. 2 is a view showing plan of a boat.
Fig. 3 is a view showing end elevation of a boat.
Fig. 4 is a view showing bracket and sprocket wheels.
Fig. 5 is a view showing guide wheels for chains.
A, A paddle wheels, A, 1 paddle wheel shaft, A, 2 sprocket wheels, A, 3 working
steps, or bearings.
B, outside sprocket wheels, B, 1 endless chain, B, 2 driving shaft.
C, C, inside sprocket wheels, C, 1 inside endless chains.
D, iron frame between the boat and the paddle wheels, D, 1 toothed-rack, D, 2
lifting shaft and pinions, D, 3 pivot for frame.
E, loose guide wheels.
F, splash guard.
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―
(1). The propelling and steering arrangement for boats, as described in the

page_text: foregoing specification, and illustrated, by, the accompanying lettered and figured
drawings.
(2) The device for raising the paddle wheels, as described and illustrated by
the accompanying drawings..
(3) The application of cranked; levers, sprocket wheels, and. endless chains, in
combination with revolving the paddle wheels, as described and illustrated, by
the accompanying drawings.
(4) The application of loose, guide wheels for chains, as described and illus-
trated by the accompanying drawings.
T
9011
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