Improvements in the Means of Supplying Forced Draught to Boiler Furnaces when Used in connection with Steam Turbines.
Year: 1894

page_text: Date of Application, 8th Jan., 1894
Complete Specification Left, 5th Nov., 1894-Accepted, 8th Feb., 1895
PROVISIONAL SPECIFICATION.
Improvements in the Means of Supplying Forced Draught to Boiler
Furnaces when Used in connection with Steam Turbines.
I, The Honourable CHARLES ALGERNON PARSONS, of Heaton Works,
Newcastle-upon-Tyne, in the County of Durham, Engineer, do hereby declare the
nature of this invention to be as follows:-
My invention relates to means of supplying forced draught to boiler furnaces
when the boilers are used to operate steam turbines and it is especially applicable
to the boilers of steam vessels propelled by steam turbines.
My invention consists in new arrangements for applying forced draught to the
boiler furnaces, operated from the steam turbine.
In a high power vessel such as a torpedo boat when propelled by a steam turbine
actuating the screw shaft it is desirable to urge the boiler furnaces by forced
draught, and to accomplish this I place upon the turbine or propeller shaft, a
blowing or exhausting fan which may supply the furnace with air under pressure
by blowing or may exhaust in the uptake when the gases from the furnace are not
too hot.
Sometimes I arrange the fan on the shaft to produce a high pressure jet or jets of
air or other gases and I utilize the said jet or jets to induce air currents of lower
pressure but greater volume to feed the furnaces. Such jets may be applied in any
well known manner to increase the difference of pressure between the gases in the
uptake and those in the furnace or supplying the furnace.
Dated this and day of January 1894.
MARKS & CLERK,
18, Southampton Buildings, London, W.C., Agents for the Applicant.
Improvements in the Means of Supplying Forced Draught to Boiler
Furnaces when Used in connection with Steam Turbines.
I, The Honourable CHARLES ALGERNON PARSONS, of Heaton Works,
Newcastle-on-Tyne, in the County of Durham, 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:-
My invention relates to means of supplying forced draught to boiler furnaces
when the boilers are used to operate steam turbines, and it is especially applicable
to the boilers of steam vessels propelled by steam turbines.
My invention consists in new arrangements for applying forced draught to the
boiler furnaces, operated from the steam turbine.
In a high power vessel such as a torpedo boat when propelled by a steam turbine
actuating the screw shaft it is desirable to urge the boiler furnaces by forced
draught, and to accomplish this I place upon the turbine or propeller shaft, a
blowing or exhausting fan which may supply the furnace with air under pressure

page_text: too hot.
by blowing or may exhaust in the uptake when the gases from the furnace are not
Sometimes I arrange the fan on the shaft to produce a high pressure jet or jets
of air or other gases, and I utilize the said jet or jets to induce air currents of
lower pressure but greater volume to feed the furnaces. Such jets may be applied
in any well known manner to increase the difference of pressure between the gases
in the uptake and those in the furnace or supplying the furnace. The high rate of
rotation which is usually obtained renders it easy to get a pressure in the jet
sufficiently high to make it suitable for the purpose of inducing air currents.
Referring to the two accompanying sheets of drawings
Figure is a longitudinal section through the machinery of a torpedo boat
showing the application of my invention.
Figure 2 is a deck plan corresponding to Figure 1.
Figure 3 is a longitudinal section similar to Figure 1 showing another
modification.
Figure 4 is a hold plan, and
Figure 5 is a deck plan.
Figures 1 and 2 illustrate the arrangement where the fan exhausts from the
uptake. The furnace casing A connects at its upper part with the trunk or
channel D and the exhausting fan C placed upon the spindle of the turbine B
exhausts this trunk or channel and discharges the gases up the funnel E.
The course of the hot furnace gases is illustrated by the arrows.
The turbine B it is to be understood actuates the propeller shaft at a high speed
and the fan C being coupled to the turbine spindle rotates also at the high speed
of the turbine.
Figures 3, 4 and 5 illustrate the arrangement where an air jet under pressure
induces a current from the furnace casing. Here the turbine B actuates the fan C
at a high speed and the air supply trunk G admits air from above the deck to the
centre part of the said fan; this air is discharged into the casing F, whence it
flows into the trunk or channel F and discharges under considerable pressure by
the jet F up the funnel E. The blast from the jet F2 causes a partial vacuum in
the furnace casing A and so the furnace gases are discharged up the funnel E and
so a great amount of air is caused to flow through the fire bars of the furnace. By
this arrangement the small high pressure fan Cis caused to induce a large flow of
air through the boiler furnace.
The air from the fan C may also be turned into the stoke hold and thus the air
pressure raised above atmosphere; in this case I turn the jet F2 into the stoke
hold and allow induced air to flow from the atmosphere.
From the deck plan Figure 5, it will be seen that air supply trunk G which
projects above the deck, is surrounded by the trunk F' which trunk F¹ supplies
the jet F2.
H Figure 5 is a hatch opening into the trunk F¹ from the deck.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is ;-
-
1. Applying forced draught in a steam turbine propelled vessel by means of a
centrifugal fan attached to the turbine spindle and so arranged as to exhaust the
hot gases from the uptake substantially as hereinbefore described.
2. Applying forced draught in a steam turbine propelled vessel by micans of a
centrifugal fan attached to the turbine spindle and so arranged as to discharge a
jet of air into the funnel to induce a current from the furnace to the uptake
Substantially es hereinbefore described.
3. Applying forced drought in a steam turbine propelled vessel by mezus of a
centrifugal fan attached to the turbine spindle and so arranged as to discharge a
jet of air into a closed stoke hold to induce a further air current from the atmosphere
to the said stoke hold substantially as hereinbefore described>

page_text: 4. Applying forced draught in a steam turbine plant used for purposes other
than marine propulsion by any of the methods described in the three preceding
claims.
Dated this 3rd day of November 1894.
MARKS & CLERK,
18, Southampton Buildings, London, W.C., and
13, Temple Street, Birmingham, Agents for the Applicant.

page_text: PROVISIONAL SPECIFICATION.
Improvements in Mechanism for Propelling and Controlling
Steam Vessels.
I, The Honourable CHARLES ALGERNON PARSONS, of Heaton Works,
Newcastle-upon-Tyne, in the County of Durham, Engineer, do hereby declare
the nature of this invention to be as follows:-
My invention relates to improvements in mechanism for propelling and con-
trolling steam vessels; and my object is to economically obtain a higher speed
from such vessels than is at present possible while also reducing or avoiding
vibration.
My invention consists in the method of applying a steam turbine to the
propulsion of a vessel actuated by screw propeller and also in mechanism and
devices to enable a steam turbine to effectively and economically perform the
various functions of propelling and controlling the movements of a vessel.
steam
My invention thus comprises the application of the steam turbine to marine
propulsion; the combination of a steam turbine with a propeller of fine pitch
suitable for high speeds of rotation; the combination of one or more
turbines with a series of propellers on the same or different shafts of fine but
varying pitch also for high rotative speeds; the arrangement of a compound
condensing steam turbine in connection with a screw shaft and condensing
and water circulating devices; arrangements for balancing the propeller thrust by
steam pressure and special thrust blocks; arrangements for reversing and
manoeuvring vessels actuated by steam turbines; and arrangements for preventing
vibration of the engine or propeller shaft, all being devices and arrangements
for carrying out my system of propelling steam vessels by steam turbines.
In carrying my invention into effect as applied to a high speed steam vessel
such as a torpedo boat, 1 place a steam turbine, preferably designed to run at
a moderate speed of rotation such as 2500 revolutions per minute, in a suitable
position in the vessel and couple it directly to a propeller shaft. I sometimes
mount the turbine on an elastic or spring bed so as to provide some elasticity or
freedom of slight movement between the turbine and the frames or hull of the
vessel. I may also mount the propeller shaft or the tube containing it in elastic
bearings. These bearings may be of the kinds described in the Specifications of
Patents No. 6735 of 1884 and No. 1120 of 1890 already granted to me. In the
bearing described in No. 6735 of 1884 a series of friction rings surround the bush
in which the shaft rotates and vibratory movement is effectually damped by the
friction of the said rings. In that described in No. 1120 of 1890, the bush is
surrounded by a number of concentric tubes having oil films permitting a slight
movement but interposing a hydraulic damping resistance which absorbs vibration.
The turbine may be coupled to the frames or hull of the vessel in such manner
that a number of friction plates clipped together by a spring absorb vibration or
hydraulic resistance may be interposed by means of a number of plungers
operating in sleeves immersed in liquid; by either of these devices or by
equivalents the vibration of the turbine case or propeller may be damped or
prevented from reaching the hull of the vessel.
Upon the propeller shaft I place a propeller of fine pitch and comparatively

page_text: small diameter over the tips of the blades and I so arrange the effective blade area
that the skin friction of the blade surface in contact with water is kept
sufficiently low in relation to the slip. In some cases where high rates of rotation
are adopted I place more than one propeller on the screw shaft, and I then
arrange the propeller which is nearest to the vessel to be of finer pitch than the
others. The pitch of the following propellers increases towards the outer end of
the shaft.
By this arrangement I increase the velocity of the water column operated on by
the propellers more gradually and so I am enabled to prevent the production of a
vacuum behind the blades which might otherwise be caused by the too rapid
movement.
To aid the operation of the propellers I may arrange tubes or frames in which
the said propellers operate and such tubes or frames may be provided with guide
blades to absorb the energy of rotation of the water column and assist propulsion.
The steam turbine adopted may be varied in its details but I prefer for
my vessel a steam turbine designed to give from one hundred to four hundred
expansions and I prefer to utilize for the purpose of the low pressure expansion
one or two large diameter discs with rings of blades and intermediate fixed guide
or deflecting blades, through which the steam flows radially and is expanded to
the low pressure of about one pound per square inch absolute before passing it to
the condenser.
The high pressure part of the turbine may consist of smaller discs with similar
rows of blades or it may consist of a parallel flow cylinder or a combination of
parallel flow and radial flow cylinder and discs. To prevent the engine running
away through fracture of the propeller shaft or other cause, I may arrange a
powerful fan governor on the turbine spindle operating a large diaphragm or a
piston which cuts off steam when the speed of rotation exceeds a determined limit.
Other forms of governor may be applied or the steam may be periodically cut off
and the times of cut off varied to proportion the power of the turbine.
To take the thrust of the propeller arrange a thrust block which may be of
usual construction, but I may use a thrust block with spring adjusted thrust
collars each collar thrust against the corresponding turned collar on the propeller
shaft by a predetermined pressure. Metal springs may be used to press up the
thrust collars or the pressure may be applied by steam or compressed air. I
prefer, however, to take the greater part of the end thrust by means of a rotating
steam piston or dummy piston as described in the Specification of my Patent
No. 14994 of 1890 and I so arrange the dummy piston and the area of the turbine
discs blades or surfaces that the thrust on the discs is not entirely balanced and
serves to meet the thrust of the propeller..
To enable the steam thrust to be varied, I may control steam admission to the
rotating balancing piston by means of a valve or valves, arranged to be operated
by hand or automatically operated. These valves may be of the form of a
reducing valve giving a proportional pressure of the admission pressure and may
control the pressure at the back of the dummy piston. The valve may also take
the form of a loaded valve and a proportional valve maintaining the proper
pressure. The valve may take other forms to suit each arrangement of discs or
parallel flow cylinders or cones, the object being to relieve the thrust bearing of
thrust. I may also adopt another modified valve when the admission of steam
to the motor is periodic for this I adopt suitable receivers and throttling and
condensing pipes connected with the reducing valve. The object of using the
intermittent admission is to reduce the consumption of steam when cruising at
reduced power. To automatically operate the said steam thrust 1 allow the shaft
a small longitudinal movement preferably by so connecting the thrust block bed to
the hull or frames that the said thrust block is allowed to move longitudinally,
resisted by springs; this movement is so proportioned that when a certain range
is exceeded in either directions steam pressure on the balance piston is increased
or diminished in the manner required to increase or diminish the thrust to equalize

page_text: the opposing propeller and steam thrusts. The movement in either direction is
suitably communicated to a steam valve. To enable a sufficient longitudinal
motion to be given I couple the turbine shaft to the propeller shaft by means of a
coupling having the necessary freedom of longitudinal motion and in some cases I
attach a separate rotating balance piston to the shaft.
I
When I use the compound condensing steam turbine hereinbefore described it is
useful in order to obtain the best economy of steam consumption, to provide ample
area in the surface condenser and a very free flow of circulating water.
accordingly arrange longitudinally two surface condensers one on each side of the
propeller shaft and I connect the vacuum side of the tubes by a very large
exhaust pipe or chamber with the large final expansion discs, preferably arranging
the said discs to discharge freely into a large chamber from which the said
exhaust pipe leads to the surface condenser.
Or I
I extract the air and condensed water from the condenser by means of a suitable
slow speed air pump which may be a compound air pump actuated by separate
steam engine or actuated from the turbine shaft by a suitable train of friction or
other wheels designed to reduce the speed of rotation to the desired extent.
may dispense with a slow speed reciprocating air pump and extract air and water
by means of an ejector operated by a steam jet from the boilers or an exhaust
ejector. I may also produce a high pressure water jet by means of a small
centrifugal pump on the turbine or propeller shaft and cause this water jet to act
as air pump to exhaust from the condenser. The said water jet may also act in
combination with an exhaust ejector condenser. I may also use any other
effective method of getting a good vacuum.
To supply the circulating water in sufficient quantity to the condensers I prefer
to dispense with the ordinary reciprocating or centrifugal circulating pumps and I
cause the motion of the vessel through the water to supply the circulating current.
from the sea. To do this I arrange a pivoted or hinged pipe or scoop to open
under the vessel in the direction of motion and I arrange a discharge pipe or
scoop pointing away from the direction of motion of the vessel. Water is thus
forced through the condenser tubes and discharged again into the_sea at a rate
depending to some extent on the speed of the vessel through the water.
By thus taking in circulating water in the direction of motion of the vessel and
discharging it from the vessel in the opposite direction I considerably diminish the
loss of power in fast steam vessels due to taking in circulating water giving
it velocity and discharging it. By this arrangement the water taken in can be
discharged in the opposite direction so as to restore most of the power lost. 1
prefer also to arrange the scoops in the form of hinged doors or turning mouth
pieces so that they may be reversible and thereby change the direction of flow of
circulation through the condenser so as to remove dirt.
In steam turbines it is somewhat inconvenient to reverse the direction of
rotation and to avoid the necessity for reversing the engine when it is desired to go
astern, I may sometimes apply to the propeller shaft a propeller with feathering or
reversing blades which blades I operate from deck or from the engine room
by suitable links and levers. By this device I am enabled to go astern without
reversing the turbine, or I provide a deflector scoop or frame which I lower
behind a screw of ordinary construction and I cause the water current from the
screw to be reversed so as to drive the vessel astern. This scoop may be raised
clear of the surface of the water when the vessel is going ahead and lowered when
it is going astern or it may consist of plates arranged edgewise in the water when
the vessel is going ahead and turned round to cover the whole surface of the
propeller when the water is to be deflected to cause the vessel to go astern. The
deflecting plates may be arranged to form a rudder, or two rudders may be
arranged one on each side of the propeller so devised that when both are turned
together towards the keel line of the vessel the plates make a V shaped chamber
by which the water from the screw is deflected to the bow.
In another mode of reversing I provide a powerful centrifugal pump on the

page_text: turbine shaft and aft of this pump I insert between the propeller shaft and the
turbine shaft a coupling capable of being connected or disconnected from the engine
room or deck by means of suitable levers. I connect the centrifugal pump to the
sea by means of suitable pipes for inlet and discharge and reverse the motion of the
vessel without reversing the turbine by first causing the said centrifugal pump to
fill from the sea and discharge under the bottom ahead by a convenient nozzle ; I
then uncouple the after part of the propeller shaft thus disconnecting the propeller
from the turbine. The propeller then stops and the water jet or column discharged
ahead by the centrifugal pump causes the vessel to go astern. The discharge jet
may be directed ahead or to either port or starboard to cause the vessel to turn
while going astern in either direction. The reversing nozzle may be swivelled
from the centre of the vessel to enable this to be done or separate discharge
apertures may be provided controlled by valves which apertures point in the
direction in which it is desired to discharge the water.
In another mode of reversing I arrange a disconnecting coupling between the
turbine shaft and the propeller shaft as hereinbefore described and suitable friction
wheel or other gear to interpose between the disconnected shaft so devised as to
change the direction of motion of the propeller shaft without reversing the
turbine.
Instead of these arrangements for reversing the vessel I may arrange within
the turbine a set of reversing blades which may run in vacuum and guide blades
which are brought into operation only when the vessel is to be reversed and as
eversing is only required for a short time, I need not arrange the reversing part
of the turbine to give economical results but only to give full power for a short
time. Instead of this arrangement 1 may adopt a separate reversing turbine
which may run in vacuum when not in use. 1 may turn the water from the hot
well into the turbine in order to stop it quickly.
To enable the condenser to be started before the vessel is underway I may
arrange a small pump to take off air and water through the condenser at first.
In my high speed vessels constructed as hereinbefore described I prefer a water
tube boiler which boiler may be of any known type.
Dated this 2nd day of January 1894.
MARKS & CLERK,
18, Southamptou Buildings, London, W.C., Agents for the Applicant.
Improvements in Mechanism for Propelling and Controlling
Steam Vessels.
I, The Honourable CHARLES ALGERNON PARSONS, of Heaton Works,
Newcastle-on-Tyne, in the County of Durham, 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 :-
My invention relates to improvements in mechanism for propelling and
controlling steam vessels; and my object is to economically obtain a higher speed
from such vessels than is at present possible while also reducing or avoiding
vibration.
My invention consists in the method of applying a steam turbine to the
propulsion of a vessel actuated by screw propeller, and also in mechanism and
devices to enable a steam turbine to effectively and economically perform the
various functions of propelling and controlling the movement of a vessel.
My invention thus comprises the application of the steam turbine to marine

page_text: propulsion; the combination of a steam turbine with a propeller of fine pitch
suitable for high speeds of rotation; the combination of one or more steam turbines
with a series of propellers on the same or different shafts of fine but varying pitch
also for high rotative speeds; the arrangement of a compound condensing steam
turbine in connection with a screw shaft and condensing and water circulating
devices; arrangements for balancing the propeller thrust by steam pressure and
special thrust blocks; arrangements for reversing and manoeuvring vessels actuated
by steam turbines; and arrangements for preventing vibration of the engine or
propeller shaft, all being devices and arrangements for carrying out my system of
propelling steam vessels by steam turbines.
Referring to the thirteen accompanying sheets of drawings which illustrate the
general arrangement and the construction of various detail parts of a steam vessel
propelled by mechanism according to my invention-
Figure 1 is a longitudinal section of a steam vessel showing the general arrange-
ment of the propelling and controlling mechanism.
Figure 1 is a part longitudinal section of a vessel showing a parallel flow turbine
arranged with the high pressure end nearest to the propeller.
Figure 1 is a similar section showing the same turbine but disposed with the low
pressure end nearest the propeller.
Figure 2 is a plan corresponding to Figure 1, the deck of the vessel being
removed.
Figure 3 is a deck plan.
Figure 4 is a longitudinal section on a larger scale showing the construction of
the steam turbine shown in position at Figures 1 and 2.
Figure 4 is a section similar to Figure 4 of a parallel flow turbine as applied at
Figures 1A and 1B.
Figures 5, 6 and 6 illustrate a mode of mounting the turbine on an elastic or
spring bed to prevent the vibration of the hull of the vessel.
Figure 5 is a side elevation, Figure 6 an end elevation and Figure 6ª a plan.
Figures 7, 8 and 9 illustrate a method of mounting the turbine or propeller shaft
bearings on springs.
Figure 7 is a side elevation, Figure 8 an end elevation and Figure 9 a plan.
Figures 10, 11 and 12 illustrate spring supporting device similar to that shown
in Figures 7, 8 and 9 but having in addition friction plates to absorb vibration.
Figure 10 is a side elevation, Figure 11 a plan and Figure 12 an end elevation.
Figures 13, 13, 14, 15 and 16 also relate to devices for preventing or absorbing
vibration but these illustrations deal with hydraulic resistances.
Figure 13 is a transverse section showing plungers operating in cylinders
immersed in liquid as arranged to damp the vibration of the turbine bearings.
Figure 14 is a section similar to Figure 13 but showing cylinders with pistons for
the same purpose.
Figure 15 is a transverse section and Figure 16 a plan showing a damping
arrangement consisting of plates immersed in liquid in a bath.
Figures 17 and 18 are respectively longitudinal and transverse sections of a
vibration damping device in which the shaft is supported by plungers or rings of
lignum vitæ or other suitable material held in place by rubber rings or balls.
Figures 19 and 20 are respectively longitudinal and transverse sections showing
a modified arrangement for damping vibration in the shaft as adapted for the
supporting bracket outside the hull of the vessel. Here india rubber rings surround
the bush carrying the shaft.
The bearings Figure 17 and Figure 18 may also be used for this bearing.
Figures 21 and 22 are respectively longitudinal section and half end elevation
half transverse section of a bush for damping vibration as described in my
Specification No. 1120 of 1890.
This bearing is modified when intended to be run in water by the substitution of
suitable materials for the working surfaces such as lignum vitæ and brass, and the
design is modified according to ordinary practice.

page_text: Figure 23 is a longitudiual section of a bush also for damping vibration as
described in my Specification No. 6735 of 1884.
The construction and the materials of the friction rings and the working surfaces
of the bush next the shaft may be modified in the usual way so
satisfactorily under water.
as to work
Figures 24 and 25 are respectively side elevation and plan looking from below of
multiple propellers on one shaft.
Figures 26 and 27 are respectively side elevation and transverse section showing
a device for governing a marine steam turbine by means of a diaphragm operated
by fan.
Figures 28 and 29 are respectively side elevation and transverse section showing
another governing device operated by centrifugal governor.
Figures 30 and 31 are respectively side elevation and transverse section showing
another centrifugal governor and attachments to give intermittent periodic admission
of steam to the turbine.
Figure 32 is a longitudinal section showing arrangement of shaft with spring
thrust block and balancing piston in the turbine.
Figure 33 is a transverse section through the spring thrust block on the line a b
Figure 32.
Figure 34 is a plau part in section of a thrust block with spiral springs and screw
nut adjustments.
Figure 35 is a plan part in section of a thrust block with bydraulic pressure
adjustment.
Figure 36 is a section of a valve adapted to apply or vary steam pressure to the
balancing piston of the turbine.
Figures 37, 38 and 39 are respectively, side elevation half transverse section and
half sectional plan of a device for varying the steam balance pressure on the turbine
dummy piston by the longitudinal movement of the screw shaft caused by varying
thrust and preferably applicable to the parallel flow type of turbine where some
end play is allowable.
Figure 40 is an elevation part in section of an arrangement for taking thrust on
a special steam piston depending on the longitudinal movement of the screw shaft.
Figures 41 and 42 are respectively longitudinal and transverse sections showing
my method of forcing circulating water through the tubes of the surface condenser
by water passed in by a scoop.
Figures 43 and 44 are respectively longitudinal elevation and plan of the surface
condensers scoops and connections.
Figures 45, 46 and 47 deal with arrangements for reversing the motion of the
vessel without reversing the turbine by deflecting the water current from the screw
forward.
Figure 45 is an elevation showing a scoop or deflector plate which can be raised
or lowered and when lowered it deflects the water forward and causes the vessel to
move astern.
Figure 46 is a plan of a similar arrangement in which two rudders act as the
deflectors.
Figure 47 is also a plan but here two rudders and an intermediate plate serve
as deflector.
Figure 48 is a longitudinal elevation showing an arrangement for reversing by
means of a centrifugal pump.
Figure 49 is also a longitudinal elevation showing reversing bevil gear.
Figures 50 and 51 are respectively part end section and part plan of the
reversing blades and jets for application to the propelling turbine.
In carrying my invention into effect as applied to a high speed steam vessel such
as a torpedo boat, I place a steam turbine, preferably designed to run at a moderate
speed of rotation such as 2500 revolutions per minute, in a suitable position in the
vessel and couple it directly to a propeller shaft. I have shown such an arrange-
ment at Figures 1, 2 and 3 respectively in longitudinal section hold plan, and deck

page_text: plan; I have not shown the forward part of the vessel but only the after part
including the boilers and propelling machinery.
The boiler I prefer is of any light and powerful design and may be of the now
well known water tube type as shown at A. A superheater may be used to heat
the steam on its passage to the turbine.
Steam is supplied from the boiler and superheater under high pressure by way
of the pipe A to the turbine B which turbine is coupled directly to the propeller
shaft C. The steam passes through the turbine from the high pressure to the low
pressure end and is discharged by the very large passage B' to the surface
condensers D D. These surface condensers are of very large capacity so as to
produce a very effective vacuum, and to enable the turbine to utilize a much larger
range of expansion than is possible in reciprocating engines.
The circulating current and the air pumps are arranged as hereinafter described.
A fan E is coupled directly on the turbine shaft and supplies an effective forced
draught to the boiler furnaces.
G is the rudder of the vessel preferably of the balanced kind and it is operated
from the deck by the tiller G¹.
A longitudinal section of the turbine B is shown on a larger scale at Figure 4;
it is of the radial outward flow type furnished with discs having rings of blades and
having a very large expanding disc at the low pressure end as described in my
Specification No. 10940 of 1891, and a turbine of equal power and speed of rotation
of the parallel flow type is shown at Figure 1A and a similar turbine placed in the
reverse position at Figure 1B. The high pressure steam (see Figure 4) enters
between the dummy piston 1 and the first disc 2 and traverses the successive discs
with their blades finally discharging by both sides of the large disc 3 and its rings
of blades to the exhaust chamber B whence it passes to the surface condensers.
B2 is the turbine shaft which carries at 4 the thrust collars and block. A worm 5
on the shaft B operates the worm wheel 6 contained in the casing and oil bath 8,
and this worm wheel by the shaft 7 actuates an air pump or pumps, and also the oil
circulating pump supplying oil to the bearings.
E is the forced draught fan also attached to the turbine shaft B².
The bearings of the turbine shaft may be of any of the now well known anti-
vibration types of my invention.
I sometimes mount the turbine on an elastic or spring bed so as to provide some
elasticity or freedom of slight movement between the turbine and the frames or
hull of the vessel.
At Figures 5, 6 and 6ª I show in side elevation, end elevation and plan the
turbine B so mounted. H H are horizontal packing plates of rubber or other
elastic or semi-elastic material placed under the turbine supporting brackets and the
thrust bearing supporting brackets respectively, and H H are side packing plates
similarly placed. The turbine and the attached thrust bearing are thus supported
vertically and held horizontally by elastic packing plates in such manner as to
prevent or minimise the vibration which would otherwise reach the hull I of the
vessel.
I may also mount the propeller shaft or the tube containing it in elasite bearings.
These bearings may be of the kind described in the Specifications of Patents
No. 6735 of 1884 and No. 1120 of 1890 already granted to me. In the bearing
described in No. 6735 of 1884 a series of friction rings surround the bush in which
the shaft rotates and vibratory movement is effectually damped by the friction of
the said rings.
In that described in No. 1120 of 1890 the bush is surrounded by a number of
concentric tubes having oil films permitting a slight movement but interposing a
hydraulic damping resistance which absorbs vibration.
When these bearings are worked in water the design and the materials are some-
what modified so as to enable lignum vitæ, brass and other working surfaces adapted
to work in water to be introduced in a way well known to engineers. The hydraulic

page_text: resistance of the water between the tubes in my bearing described in No. 1120
of 1890 effectually damps the vibration.
The turbine may be coupled to the frames or hull of the vessel in such manner
that a number of friction plates clipped together by a spring absorb vibration or
hydraulic resistance may be interposed by means of a number of plungers operating
in sleeves immersed in liquid; by either of thes; devices or by equivalents the
vibration fof the turbine case or propeller may be damped or prevented from
reaching the hull of the vessel.
Figures 7 to 23 inclusive illustrate such vibration preventing or damping arrange-
ments which are applicable to either the turbine itself or the turbine or propeller
shaft.
In Figures 7, 8 and 9 respectively, side elevation, end elevation and plan, the
propeller shaft or turbine spindle bearing K is shown as mounted on vertical
spiral springs L and the side vibration is damped by horizontal spiral springs L'.
The springs are held in strong brackets M attached to the hull 1 of the vessel.
In Figures 10, 11 and 12 respectively, side elevation, plan and end elevation, the
bearing K is similarly supported by vertical springs L and horizontal springs Li but
the vertical friction plates N are interposed between the springs L and the
bearing K. One half of these friction plates N alternately are attached by the
bolts N³ to the turbine frames and are supported below by the plate N¹ which plate
rests upon the springs L and the other half of the said vertical friction plates N are
held by their ends in the casting M, and the whole plates are clipped together by
bolts N and spring washers. By this arrangement the plates move slightly in
contact with each other at every vibration of the bearing K and so the energy of
motion is absorbed without reaching the hull of the vessel.
In Figure 13 which is an end elevation part section, the bearing K is mounted
on plungers O moving in cylinders P and supported on springs L. The cylinders P
are immersed in liquid contained in a tank Qand the bearing K is connected to the
plungers O by suitable links. By this device any vibration set up in the bearing K
is effectively damped by the hydraulic resistance set up by the movement of the
plungers O. The plungers are fitted to the cylinders Pa little loosely so that
liquid may be forced past them from the interior of the cylinder to the tank and
from the tank to the interior of the cylinder. The springs L serve to support the
weight and to return the pistons to a certain fixed position about which any
movement occurs.
Fig. 13 is a similar arrangement for supporting the propeller shaft C outside
the vessel; the piston O, kept in place by springs L, works in a cylinder P, open
below to the sea and communicating above to the sea by the pipe 66, which pipe
supplies hydraulic resistance.
In Figure 14, which is a similar view to Figure 13, the tank Q is dispensed with
and the pistons O work in closed cylinders Phaving rods passing through covers,
the said rods carrying the bearing K. Here the liquid is contained in the cylinders
and the hydraulic resistance is set up by the passage of the liquid from one side of
the piston to the other.
In Figures 15 and 16 respectively transverse section and plan, the hydraulic
system of damping vibration is utilized without cylinders or pistons. The bear-
ing K is mounted upon a series of metal plates R contained within planed
projecting pieces K₁ projecting from the bottom of the bearing and further held
in by loose side plates K resting on the bottom of the bath Q; side plates R¹
fill up the space between the sides of the projecting pieces K and the sides of
the bath. The whole of the plates are accurately machined so as to enable them
to come into close contact. When the bath Q is filled with a liquid such as oil,
the oil finds its way between all the plate surfaces, and so when any vertical or
horizontal vibration occurs the oil is displaced from between the plates and taken
back again when the pressure is removed; this allows a certain freedom of movement
of the bearing K resisted by a powerful hydraulic resistance.

page_text: I sometimes slightly bend or cup the plates to increase the elasticity and to assist
the maintenace of the oil films.
In Figures 17 and 18 respectively longitudinal and transverse section, the pro-
peller shaft sheath C rotates in the bush 10 and is supported by plungers 12
resting on the rubber rings or balls 11, the plungers being made of lignum
vitæ or of suitable bearing metal and the recesses in which the plungers and balls
are placed may be grooves or holes in a thick bush 13. The vibration is damped
by the imperfect elasticity of the rubber and is thus prevented from reaching the
hull of the vessel.
In Figures 19 and 20 also longitudinal and transverse sections, I illustrate a
similar arrangement suitable for the outside bearings of the propeller shaft. The
brass liner attached to the screw shaft rotates within and bears on lignum vitæ
blocks keyed into grooves in a metal bush as shown in end section. The tube 10
is screwed at both ends and it is slipped within the outside bracket boss 15 and
held elastically within that boss by the rubber or other semi-elastic rings 11.
Conical screwed caps 14 are screwed on the ends of the tube 10 and hold it in
position end ways in the bracket boss 15. By this arrangement I also prevent the
vibration of the shaft C from reaching the hull of the vessel.
In Figures 21 and 22, respectively longitudinal section and half end elevation,
half transverse section, I show my vibration damping bush as described in my
Specification of Patent No. 1120 of 1890; the bush 9 in which the turbine spindle
or propeller shaft rotates is surrounded by concentric bushes 17, 18, 19 and 20 each
fitting easily in the other. These bushes are firmly held in an outer casing
and oil or water is introduced between them and supplies hydraulic resistance to
vibration.
In Figure 23 I illustrate in longitudinal section another form of anti-vibration
bush described by me in Patent No. 6735 of 1884 consisting of a series of friction
rings 21 surrounding the bush 9 in which the turbine spindle or propeller shaft
rotates. The rings are held up by the spring 22 and half fit the casing, while half
fit the bush 9 so that some freedom of movement is permitted powerfully resisted by
friction.
By the devices hereinbefore described and illustrated I am enabled to diminish
or extinguish vibration so far as the hull of the vessel is concerned.
Upon the propeller shaft I place a propeller of fine pitch and comparatively small
diameter over the tips of the blades and 60 arrange the effective blade area that
the skin friction of the blade surface in contact with water is kept sufficiently low
in relation to the slip. In some cases I place more than one propeller on the
screw shaft and I then preferably arrange the propellers which are nearest to the
vessel to be of finer pitch and smaller diameter than the others. The pitch of
the following propellers then increases towards the outer end of the shaft.
By this arrangement I increase the velocity of the water column operated on
by the propellers more gradually and so I am enabled to prevent the production
of a vacuum behind the blades which might otherwise be caused by the too rapid
movement.
To aid the operation of the propellers I may arrange tubes or frames or
deflecting plates for the purpose of checking and utilizing the velocity of
rotation and energy of rotation of the water, and also of preventing one pro-
peller interfering with another and for bringing or deflecting fresh water to the
propellers.
A propeller of fine pitch and comparatively small diameter is shown at S
Figure 1.
In Figures 24 and 25, respectively side elevation, and plan looking from below,
I have shown a series of four propellers T T T T all on the propeller shaft C
and I have indicated the hereinbefore described guide blades at U Û¹ U² intended
to absorb the energy of rotation of the water column and so assist propulsion, and
sometimes curve them spirally or otherwise. The propellers increase in pitch
B

page_text: from T to T and so gradually increase the backward velocity of the water columu,
or they may all have the same pitch or may each be supplied with fresh water by
the deflecting plates.
The steam turbine adopted may be varied in its details but I prefer for my vessel
a steam turbine designed to give from one hundred to four hundred expansions, and
preferably when the radial flow type is used I utilize for the purpose of the low
pressure expansion one or two large diameter discs with rings of blades and inter-
mediate fixed guide or deflecting blades, through which the steam flows radially
and is expanded to the low pressure of about one half to one pound per square inch
absolute before passing to the condenser.
The high pressure part of the turbine may consist of smaller discs with similar
rows of blades or it may consist of a parallel flow and radial flow cylinder and discs.
At Figure 4 1 have shown such a turbine in which the low pressure steam is
expanded by two discs as herein before described.
When the parallel flow type is adopted it is of the form shown at Figure 1 and
Figure 1B, where the whole expansion is effected in parallel flow turbines.
At Figure 4 I have shown a section of this turbine on a larger scale but as
the turbine in itself does not form a part of this invention I do not describe the
details.
To prevent the engine running away through fracture of the propeller shaft or
other cause, I may arrange a powerful fan governor on the turbine spindle operating
a large diaphragm or a piston which cuts off steam when the speed of rotation
exceeds a determined limit. Other forms of governor may be applied or the steam
may be periodically cut off and the times of cut off varied to proportion the power
of the turbine.
At Figures 26 to 31 inclusive I illustrate several governing appliances and
arrangements.
In Figures 26 and 27 respectively side elevation and transverse section, the
centrifugal fan E attached to and rotating with the spindle of the turbine B
produces pressure in the fan casing E' used for forced draught and if the speed
be excessive the air pressure in the said fan casing increases considerably. This
increase of air pressure is utilized to govern the engine by means of a flexible
diaphragm enclosed in the casing E. The air pressure in the fan casing E' is
admitted by the pipe E³ to the diaphragm and the diaphragm connects by the
1od E to a system of levers and a rocking shaft E operating the throttle
valve A. The spring E resists the movement of the diaphragm and its tension
or pressure may be regulated by nuts. In this manner undue increase in speed
produces the closing or partial closing of the throttle valve and prevents accident
from overrunning.
In Figures 28 and 29 respectively side elevation and transverse section, a
centrifugal governing device is shown. The turbine spindle has a worm wheel
similar to that shown at 5 Figure 4 and by its means the centrifugal governor V
is driven. The balls of the governor are shown in dotted lines as the governor
is contained within a metal casing together with the driving gear. The governor
operates the throttle valve A' by means of a system of levers clearly indicated in
Figure 29 and a rocking shaft Eº.
In Figures 30 and 31 which are also respectively side elevation and transverse
section a centrifugal governing device is also shown but here the mechanism is
so arranged that the steam is cut off periodically a constant number of cuts off
being given for a specified number of revolutions of the turbine spindle. To accom-
plish this an eccentric V is mounted on a spindle forming part of the governor
driving gear, and this eccentric oscillates a lever V* pivoted at V³ at the end of the
lever operating the rocking shaft E. The motion so given operates a steam relay
valve and opens and closes the cut off valve A2 at definite intervals and the position
of the centrifugal governor sleeve determines the duration of each closing period of
the said valve A². The engine is thus governed by varying the period during which

page_text: V is a screwed sleeve for
the valve A is held open between the points of cut off.
adjusting the length of the eccentric rod driving the lever V4.
This governing arrangement is in accordance with my invention as described
in the Specification to Patent No. 1120 of 1890, and increases the economy in
steam consumption when the motor is working at less than the maximum
power.
In the governing devices hereinbefore described the governor may also control
the throttle or cut off valve A² directly.
To take the thrust of the propeller I arrange a thrust block which may be of
usual construction, but I may use a thrust block with spring adjusted thrust collars
each collar thrust against the corresponding thrust collar on the propeller shaft by
a predetermined pressure. Metal springs may be used to press up the thrust
collars or the pressure may be applied by steam, water or compressed air.
prefer, however, to take the greater part of the end thrust by means of a rotating
steam piston or dummy piston as described in the Specification of my Patent
No. 14994 of 1890, and I so arrange the dummy piston and the area of the turbine
discs blades or surfaces that the thrust on the discs is not entirely balanced and
serves to meet the thrust of the propeller.
To enable the steam thrust to be varied, I may control steam admission to the
rotating balancing piston by means of a valve or valves, arranged to be operate l
by hand or automatically.
These valves may be of the form of a reducing valve giving a proportional
pressure of the admission pressure and may control the pressure at the back of
the dummy piston. The valve may also take the form of a loaded valve and a
proportional valve maintaining the proper pressure. The valve may take other
forms to suit each arrangement of discs or parallel flow cylinders or cones, the
object being to relieve the thrust bearing of thrust. I may also adopt another
modified valve when the admission of steam to the motor is periodic; for this I
adopt suitable receivers and throttling and condensing pipes connected with the
reducing valve. The object of using the intermittent admission is to reduce the
consumption of steam when cruising at reduced power.
To automatically operate the said steam thrust I allow the shaft a small
longitudinal movement preferably by so connecting the thrust block bed to the
hull or frames that the said thrust block is allowed to move longitudinally,
resisted by springs; this movement is so proportioned that when a certain range
is exceeded in either direction steam pressure on the balance piston is increased or
diminished in the manner required to increase or diminish the thrust to equalize the
opposing propeller and steam thrusts. The movement in either direction is suitably
communicated to a steami valve.
To enable a sufficient longitudinal motion to be given I sometimes couple the
tui bine shaft to the propeller shaft by means of a coupling having the necessary
freedom of longitudinal motion and in some cases I attach a separate rotating
balance piston to the shaft.
Figures 32 to 40 inclusive illustrate the several devices herein before described for
taking and balancing the propeller thrust.
Figures 32, 33 and 34 relate to spring adjusted thrust collars.
Figure 32 is a longitudinal section showing the arrangement of the propeller
shaft with disc spring thrust collars, showing also part of the turbine with its
balancing piston as also the adjustable thrust block for the turbine spindle.
Figure 33 is a transverse section through the spring thrust block on the line ab
Figure 32. The propeller shaft C is turned with a number of grooves as C and
disc spring plates 23 fit into these grooves and are held in grooves turnel in the top
and bottom parts of the thrust block casing. The disc spring plates 23 are made
in halves to allow them to be placed in the grooves and they are cut all round the
circumference of each with notches 24 which give the disc some elasticity so that
when the shaft C is moved slightly forward by the action of the screw propeller

page_text: then all the surfaces of the spring disc plates within the grooves are brought to
bear on the corresponding surfaces of the grooves so that the thrust of the propeller
is distributed uniformly among the different surfaces.
To damp vibration in the thrust block the shaft C is run in bushes 9 surrounded
by concentric rings as herein before described with reference to Figure 21 of the
drawings.
Part of the turbine is shown at B in Figure 32 to indicate the position of the
dummy piston 1 which is so arranged, as to area, as to enable it to resist the
forward pressure of the screw propeller S and so reduce the pressure to be taken up
by the thrust block.
In Figure 34 which is a plan half in section, the shaft C has turned thrust
collars C which are held by thrust plates 27, 28, 29 and 30 and these plates are
pressed home to their work by spiral springs of small elasticity as 33, 34, 35 and 36
and nuts threaded on screwed bolts 25, 26 which bolts are attached to brackets 31, 32,
which brackets are fixed to the hull of the vessel.
The thrust plates 27, 28 are set up by their springs in the opposite direction to
the thrust plates 29 and 30 so as to cause the combination to resist the movement
of the shaft C longitudinally in either direction.
In Figure 35 which is a plan part section, the thrust plates as 27 and 28 are
shown as kept to their work on the thrust collars C" by hydraulic pressure. To
enable the pressure to be applied cylinders 39, 40, are arranged as shown and
suitably held and the plates 27, 28, are turned with pistons to fit the said cylinders
and fitted with packing rings or leathers 37, 38. Hydraulic pressure can thus be
applied to take up the thrust of the propeller and the pressure evenly divided
between the collars.
In Figure 36 there is shown a valve adapted to apply or vary steam pressure
behind the balancing piston 1 of the steam turbine in order to meet varying thrust.
When the turbine is placed as in Figure 32 and the thrust of the screw propeller
is balanced by the difference in steam pressure on the dummy piston 1, and the
turbine discs B, then I arrange the area of the dummy piston 1 to be sufficiently
large to give a resultant steam thrust backwards greater than that of the propeller,
and I arrange the valve Figure 36 to maintain a pressure in the passage p such as
to equilibrate the whole. I find that the twist exerted by the turbine is nearly
proportional to the steam pressure at the main steam inlet minus a small fixed
quantity, and I also find that the thrust of the propeller is nearly proportional to
the twist exerted on the screw shaft; this being so I arrange the valve Figure 36
to maintain a pressure at p which shall be proportional to the steam pressure at the
inlet to the turbine minus a small constant quantity. If the turbine is placed in
the reverse position as in Figure 1B then I arrange the dummy piston to be too
small to balance the turbine discs and the thrust of the propeller and I
arrange as before the valve Figure 36 to maintain a pressure at the back of the
dummy piston 1 proportional to the steam pressure at the main inlet minus a
small quantity.
Figure 36 shows the valve; p is the pipe connecting to the dummy piston,
p' connects to the exhaust or condenser, p² connects to the main inlet steam passage
to the turbine. q' is a spiral spring which is adjustable by the screws and hand
wheel w.
1
The ratio of the areas of the valve r to the piston q fixes the ratio of the steam
pressure at the back of the dummy to the inlet steam pressure, the spring g'
subtracts or adds the desired small quantity, pistons 7 of different sizes fitting in
corresponding liners may be substituted until the necessary ratio of pressures is
obtained or other equivalent means may be adopted and other proportions and
arrangements of areas of dummy pistons and proportional valves may be adopted
to attain the same end in relieving the thrust bearing of pressure.
These arrangements are equally adapted to the parallel flow type. I sometimes
however prefer to arrange the areas of the pistons in the turbine so that the steam

page_text: thrust shall at normal power exactly balance the propeller thrust, or I may arrange
the balance to be exact at some predetermined power and use a simple loaded valve
which is preferably adjustable, to make up the small fixed quantity above referred
to; this loaded valve may be an ordinary relief valve, the construction of which
is well known. The proportional valve Figure 36 is used when the turbine is not
correctly adjusted to balance the thrust of the propeller or when propellers of
different character or pitch are being run and it then obviates the necessity of
adjusting the steam thrust of the turbine by alterations to the turbine itself or the
dummy piston.
When the turbine is controlled by the intermittent admission valve to secure
economy in steam when cruising, I modify the above arrangements to obviate the
variations of end pressure consequent on the varying steam pressure.
In Figures 37, 38 and 39, respectively side elevation, half transverse section,
and half sectional plan, there is shown a mode of arranging a sliding thrust block
(controlled by springs) in such manner as to increase or diminish the effective
steam thrust on the dummy piston within the turbine to resist the thrust of the
screw propeller.
The thrust block K slides upon the bed K' which bed is attached to the hull of
the vessel and it is held in a central position while at rest by the strong spiral
springs 46, 47 pressing against the bracket piece K*.
This bracket piece is fixed to the bed K.
When the thrust of the propeller forces the block K forward against the action
of the springs 46, a lever 41 is instantly operated. The lever 41 pivots at the
point 42 and its short end is operated by the sliding thrust block so that a very
small movement of the said block causes a considerable movement of the link 44
attached to the long end of the lever. The link 44 operates a balanced steam
valve within the casing 45 and this valve allows steam to flow from the side of the
turbine dummy piston nearest to the propeller to the condenser or the atmosphere,
or to accumulate so that the steam thrust opposing the propeller thrust is
automatically increased or diminished and so the full thrust of the propeller is
prevented from coming upon the thrust collar surfaces.
A reduction of the propeller thrust causes the thrust block K to be moved by
the springs 46 in the opposite direction. If the rotation of the propeller be
reversed then the springs 47 are compressed and the steam valve within the
casing 45 operates to increase steam pressure on the side of the dummy piston
which is nearest to the propeller.
In Figure 40 which is a longitudinal elevation part in section, the balancing
piston is placed on the propeller shaft instead of on the turbine spindle. The
balancing piston is shown at W as keyed to the propeller shaft C and rotating
within a cylinder W' which cylinder is fixed to the hull of the vessel. The thrust
block K slides on the bed K and is resisted by springs as in Figures 37, 38 and 39
and similarly it operates a lever 41 pivoted at 42 and a link 44 attached to a slide
valve 48. When the forward propeller thrust increases to a sufficient extent to
overcome the thrust block springs, the block K moves in the direction of the arrow
and the valve 48 is so moved as to admit steam pressure from the valve chest by
way of the pipe 49 to that side of the piston W which is furthest removed from
the propeller; steam pressure thus applied acts on the piston W to resist the
propeller thrust. The reversal of the turbine or the reduction of the thrust to
such extent as to move the block K in the contrary direction to the arrow causes
the valve 48 to so move as to remove or reduce steam pressure on one side of the
piston W and to increase it on the other side by admitting steam by way of the
pipe 50. The varying thrust of the propeller is thus to some extent resisted by
steam pressure applied to the rotating piston W.
When I use the compound condensing steam turbine hereinbefore described it is
useful in order to obtain the best economy of steam consumption and to utilize to
the full extent the property of the steam turbine of expanding steam to many fold

page_text: lower pressures than is possible with a reciprocating engine, to provide ample area
in the surface condenser and a very free flow of circulating water. I accordingly
arrange longitudinally two surface condensers one at each side of the propeller
shaft, and I connect the vacuum side of the tubes by a very large exhaust pipe or
chamber with the final expansion discs, preferably arranging the said discs to
discharge freely into a large chamber from which the said exhaust pipe leads to
the surface condenser.
I extract the air and condensed water from the condenser by means of a suitable
slow speed air pump which may be a compound air pump actuated by separate
steam engine or actuated from the turbine shaft by a suitable worm wheel or train
of friction or other wheels designed to reduce the speed of rotation to the desired
extent. Or I may dispense with a slow speed reciprocating air pump and extract
air and water by means of an ejector operated by a steam jet from the boilers or
an exhaust ejector.
I may also produce a high pressure water jet by means of a small centrifugal
pump on the turbine or propeller shaft and cause this water jet to act as air pump
to exhaust from the condenser. The said water jet may also act in combination
with an exhaust ejector condenser.
I may also use any other effective method of getting a good vacuum.
To supply the circulating water in sufficient quantities to the condensers I prefer
to dispense with the ordinary reciprocating or centrifugal circulating pumps, and I
cause the motion of the vessel through the water to supply the circulating current
from the sea. To do this I arrange a pivoted or hinged pipe or scoop to open under
the vessel in the direction of motion and I arrange a discharge pipe or scoop
pointing away from the direction of motion of the vessel. Water is thus forced
through the condenser tubes and discharged again into the sea at a rate depending
to some extent on the speed of the vessel through the water.
By thus taking in circulating water in the direction of motion of the vessel and
discharging it from the vessel in the opposite direction I considerably diminish the
loss of power in fast steam vessels due to taking in circulating water at high
velocity and discharging it. By this arrangement the water taken in can be
discharged in the opposite direction at considerable velocity so as to restore most
of the power lost, and the condenser passages are made sufficiently strong to with-
stand the water pressure. I prefer also to arrange the scoops in the form of
hinged doors or turning mouthpieces so that they may be reversible and thereby
change the direction of flow of circulating water through the condensers so as to
remove dirt.
Figures 41, 42, 43 and 44 relate to the condensers and the arrangements herein-
before described for passing circulating water from the sea. The general
arrangement of my condensers and air pumps are clearly shown at Figures 1, 2
and 4 where as before explained DD are the condensers, B' is the passage leiding
from the turbine to the condensers, B' is the chamber into which the final expansion
disc discharges, 8 is the air pump operated by worm and worm wheel from the
turbine spindle, is an auxiliary air pump to maintain the vacuum while the
vessel is at a standstill. y is the water pump to clear air out of the circulating
portion of the condenser and to supply the jet 60 Figure 41 to cause circulation
when the vessel is stationary.
Figure 41 is part longitudinal elevation part section showing my method of
forcing the circulating water through the condenser tubes.
Figure 42 is an end elevation part section corresponding to Figure 41. The
vessel is supposed to move through the water in the direction of the arrow 51
(Figure 41) and the water is thus forced up in the direction of the arrows 52 by
way of the hinged or pivoted scoop 53. The water then passes through the
condenser tubes and is discharged into the sea by another hinged scoop similar
to 53, but arranged to discharge backward instead of forward. The scoop 53 is
raised and lowered by the hand wheel 55 acting on a cross shaft driving the bevil

page_text: wheels 54. These wheels rotate a screw which acts on a rod and moves the
scoop 53 in one and the other scoop in the opposite direction. The other extreme
position of the scoop 53 is indicated in dotted lines at Figure 41.
The water before entering the condenser tubes passes through a perforated
conical tube 57 in the interior of the tube 56.
The admission and discharge scoops are operated by one hand wheel as clearly
shown in plan at Figure 44. From this plan it will be seen that the entering
circulating water first passes through the tubes of the starboard condenser then
flows through the pipe 58 into the port condenser and then discharges into the sca
in the reverse to the entering direction. The pipe 59 and jet 60 is supplied by the
pump y Figure 2 which draws from Z Z the highest points of the circulating space
in the condensers and frees them from air and thus promotes circulation when the
vessel is stationary; this pumpy may be an ordinary pump or may be an injector.
In steam turbines it is sometimes inconvenient to reverse the direction of rotation
and to avoid the necessity for reversing the engine when it is desired to go astern,
I may sometimes apply to the propeller shaft a propeller with feathering or
reversing blades which blades I operate from deck or from the engine room by
suitable links and levers. By this device I am enabled to go astern without
reversing the turbine, or I provide a deflector scoop or frame which I lower behind
a screw of ordinary construction and I cause the water current from the screw to
be reversed so as to drive the vessel astern. This scoop may be raised clear of the
surface of the water when the vessel is going ahead and lowered when it is going
astern or it may consist of plates arranged endwise in the water when the vessel is
going ahead and turned round to cover the whole surface of the propeller when
the water is to be deflected to cause the vessel to go astern. The deflecting plates
may be arranged to form a rudder, or two rudders may be arranged, one on each
side of the propeller so devised that when both are turned together towards the
keel line of the vessel the plates make a V shaped chamber by which the water
from the screw is deflected to the bow.
In another mode of reversing I provide a powerful centrifugal pump on the
turbine shaft and aft of this pump I insert between the propeller shaft and the
turbine shaft a coupling capable of being connected or disconnected from the engine
room or deck by means of suitable levers. 1 connect the centrifugal pump to the
sea by means of suitable pipes for inlet and discharge and reverse the motion of
the vessel without reversing the turbine by first causing the said centrifugal pump
to fill from the sea and discharge under the bottom ahead by a convenient nozzle;
I then uncouple the after part of the propeller shaft thus disconnecting the
propeller from the turbine. The propeller then stops and the water jet or column
discharged ahead by the centrifugal pump causes the vessel to go astern.
discharge jet may be directed ahead or to either port or starboard to cause the
vessel to turn in either direction while going astern or may be used for propulsion
with or without the main screw being connected. The reversing nozzle may be
swivelled from the centre of the vessel, or separate discharge apertures may be
provided controlled by valves which apertures point in the direction in which it is
desired to discharge the water.
The
In another mode of reversing 1 arrange a disconnecting coupling between the
turbine shaft and the propeller shaft as herein before described, and suitable friction
wheel or other gear to interpose between the disconnected shafts so devised as to
change the direction of motion of the propeller shaft without reversing the turbine.
Instead of these arrangements for reversing the vessel, I may arrange within the
turbine a set of reversing blades which may run in vacuo and guide blades which
are brought into operation only when the vessel is to be reversed and as reversing
is only required for a short time I need not arrange the reversing part of the
turbine to give economical results, but only to give a considerable power for a
short time. Instead of this arrangement I may adopt a separate reversing turbine
which may run in vacuo when not in use.

page_text: I may turn the water from the hot well into the turbine in order to stop it
quickly.
Figures 45 to 51 inclusive relate to the various devices for reversing herein-
before described.
In Figure 45 which is a side elevation a scoop S' is pivoted by linkage 64 to
the hull of the vessel, and when the scoop is lowered as shown then the water
column driven by the propeller S against the scoop is deflected forward indicated
by the arrows and the vessel moves astern. When the vessel is going ahead the
deflector scoop S' is raised to the position indicated in dotted lines by means of a
chain or other gear operated from the deck.
In Figure 46 which is a plan looking from below, two rudders G1 G2 operated
from above are closed to form a V shaped chamber behind the propeller S, when it
is desired to go astern. The water column from the propeller is then deflected
ahead as indicated by the arrows and the vessel moves astern. When the rudders
are opened parallel to each other the water column from the propeller is not
interfered with and the vessel goes ahead. The open position of the rudders is
indicated by dotted lines.
In Figure 47 which is a plan similar to Figure 46, three rudders are used to
form the deflecting chamber behind the propeller. When placed as shown
at G G G the three rudders form a deflecting chamber of considerable capacity.
When going ahead the rudders G' G' G³ may be operated by the usual means to
secure good steering and a minimum resistance.
In Figure 48 which is a side elevation, the propeller shaft C carries a centrifugal
pump S which when in operation takes in water from the sea by the pipe S and
discharges it ahead or sideways or in any desired direction by the nozzle S. To
reverse the vessel the pump S3 is opened to the sea by suitable valves placed on
the inlet and discharge pipes; the hand wheel C' is then operated and it disconnects
the clutch C which removes the driving power from the screw propeller S.
The vessel then moves astern propelled backwards by the column of water
projected forward by the centrifugal pump S³, the hand wheel S³ rotates the jet
in any direction.
In Figure 49 gear is shown to reverse the rotation of the propeller while
allowing the turbine to continue revolving in the same direction. In this case
the operation of the hand wheel C¹ by the levers and links shown first disconnects
the clutch C connecting the fore and after parts of the propeller shaft, then the
bevil wheel C³ lowers into gear with the bevil wheels C and C keyed on
the ends of the two halves of the shaft. The propeller end of the shaft is
thus reversed.
In putting in this reversing gear it is to be noted that the speed of the engine
should first be reduced.
On
In Figures 50 and 51 I illustrate a device for reversing the turbine itself.
Figure 50 is part end elevation part section of a quadrant of my large diameter
low pressure turbine disc hereinbefore described and shown at 3 Figure 4.
the edge of the disc 3 arrange a series of curved blades 63. Figure 51 is a
full size view of a portion of the edge of the said large disc showing the
blades 63 in plan. The blades 63 are arranged completely round the periphery
of the disc and steam admitted, when it is desired to reverse, by a separate valve,
to a hollow casing 62 which extends partially or right round the disc 3. 61 shows
one of the supporting ribs of the inain turbine in section. From the hollow steam
casing 62 sloping jets 65 allow high pressure steam to impinge on the cupped
blades 63, by which the steam is deflected in the reverse direction before escaping
into the main exhaust space B₁ (shown in Fig. 4); by this means a powerful
reverse rotation is imparted to the turbine and the turbine thereby reversed.
this arrangement only a single set of blades is used, but should greater economy
be necessary than is possible with this arrangement, several successive rows of
blades and guides similar to the main turbine may be used.
In

page_text: These reversing turbines when not in use rotate in the exhaust or in vacuo and
offer little resistance to the working of the turbine.
The reverse turbines may be used to stop the main turbines quickly.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is:-
1. Propelling a steam vessel by means of a steam turbine which turbine actuates
the propeller or paddle shaft directly or through gearing.
2. The method of propelling a steam vessel by means of a screw propeller
actuated by a steam turbine directly coupled to the propeller shaft substantially
as herein set forth.
3. In steam turbine propelling mechanism for vessels the combination of a steam
turbine with a propeller shaft rotated at a high rate of speed by the said turbine
and a series of screw propellers of the same or of different diameters on the
shaft of fine but varying pitch, the said pitch increasing in each successive
propeller from the vessel outwards so as to more gradually increase the velocity
of the water column operated on by the propellers substantially as herein
described.
4. In steam turbine propelling mechanism for vessels the combination of a
steam turbine with a propeller shaft rotated at a high rate of speed by the said
turbine and a series of screw propellers on the shaft of fine but varying pitch, the
said pitch increasing in each successive propeller from the vessel outwards so as to
more gradually increase the velocity of the water column, together with guide
blades to prevent injurious rotation of the water column, substantially as herein
described.
5. In steam turbine propelling mechanism for vessels a compound condensing
steam turbine having high pressure rings of rotating blades and rings of fixed
guide blades either of parallel flow cylinder construction or radial disc con-
struction (or of a combination thereof) in combination with a large low pressure
disc or discs or parallel flow cylinder or cylinders with alternate rings of moving
blades and fixed guide blades, the said low pressure disc or discs being set in a
casing of ample capacity communicating with the surface condenser or surface
condensers by a trunk of large area substantially as herein described.
6. In steam turbine propelling mechanism for vessels a condensing steam
turbine in combination with a reciprocating air pump actuated from the turbine
spindle by worm and worm wheel or other reducing gear, substantially as herein
described.
7. In steam turbine propelling mechanism for vessels mounting the steam turbine
and propeller shaft bearings on elastic packing substantially as herein described
with reference to Figures 5, 6 and 64 of the accompanying drawings.
8. In steam turbine propelling mechanism for vessels mounting the steam turbine
and propeller shaft bearings on steel springs substantially as herein before described
with reference to Figures 7, 8 and 9 of the drawings.
9. In steam turbine propelling mechanism for vessels mounting the steam turbine
and propeller shaft bearings on steel springs in combination with friction plates
substantially as hereinbefore described with reference to Figures 10, 11 and 12 of
the drawings.
10. In steam turbine propelling mechanism for vessels mounting the steam
turbine and propeller shaft bearings on plungers or pistons immersed in liquid in
combination with springs substantially as hereinbefore described with reference to
Figures 13 and 14 of the drawings.
11. In steam turbine propelling mechanism for vessels mounting the steam
turbine and propeller shaft bearings on plates or metal pieces immersed in liquid to
produce hydraulic resistance to vibration substantially as herein described with
reference to Figures 15 and 16 of the drawings.
12. In steam turbine propelling mechanism for vessels mounting propeller shaft

page_text: bearings or bushes within rings of rubber or like material held by an outer ring or
the said rings of rubber supporting the shaft by plungers pressed against the shaft
by the rubber rings or cushions substantially as berein described with reference to
Figures 17, 18, 19 and 20 of the drawings.
13. In steam turbine propelling mechanism for vessels mounting on the propeller
shaft a series of propellers of uniform or increasing pitch with or without inter-
mediate guide or check blades substantially as herein described with reference to
Figures 24 and 25 of the drawings.
14. In steam turbine propelling mechanism for vessels governing the turbine by
a diaphragm governor operated by air pressure generated in the fan casing,
substantially as herein described with reference to Figures 26 and 27 of the
drawings.
15. In steam turbine propelling mechanism for vessels governing the turbine by
a centrifugal governor operated by reducing gear from the turbine spindle with or
without periodic cut off arrangement substantially as herein described with reference
to Figures 28, 29, 30 and 31 of the drawings.
16. In steam turbine propelling mechanism for vessels, a spring thrust block
with spring plates pressing on the thrust surfaces of the propeller shaft either
alone or in combination with a dummy balancing piston in the turbine arranged to
take part of the propeller thrust substantially as herein described with reference
to Figures 32 and 33 of the drawings.
17. In steam turbine propelling machinery for vessels the balancing of the thrust
of the propeller by the steam pressure acting on the turbine as described and
illustrated and to relieve the thrust bearing of undue pressure.
18. In steam turbine propelling mechanism for vessels the combination of a
steam turbine and proportional reducing valve to balance the thrust of the
propeller all as described and illustrated.
19. In steam turbine propelling mechanism, the combination of the turbine with
intermittent admission valve with the proportional loaded reducing valve to relieve
the thrust bearing of undue pressure.
20. In steam turbine propelling mechanism for vessels a spring thrust block with
thrust plates held up by adjustable spiral springs as herein described with reference
to Figure 34 of the drawings.
21. In steam turbine propelling mechanism for vessels a thrust block with
thrust plates held up by hydraulic pressure substantially as herein described with
reference to Figure 35 of the drawings.
22. In steam turbine propelling mechanism for vessels a sliding spring resisted
thrust block, which by suitable linkage controls steam admission to a balance
piston on the turbine spindle or on the propeller shaft so as to cause the steam
thrust to vary with the propeller thrust substantially as herein described with
reference to Figures 37, 38, 39 and 40 of the drawings.
23. In steam turbine propelling mechanism for vessels the method of forcing
the circulating water through the tubes of the condenser by means of a scoop
opened in the sea to the direction in which the vessel moves and discharging the
said circulating water astern by another scoop, substantially as herein described
with reference to Figures 41, 42, 43 and 44 of the drawings.
24. In steam turbine propelling mechanism for vessels reversing or varying the
direction or velocity of the motion of the vessel without stopping the turbine by
deflecting the water column from the screw in a forward direction by means of
scoops or plates which may or may not act as rudders, substantially as herein
described with reference to Figures 45, 46 and 47 of the drawings.
25. In steam turbine propelling mechanism for vessels reversing or varying the
direction or velocity of the motion of the vessel by a centrifugal pump on the
propeller shaft put into operation while a clutch uncouples the propeller substantially
as herein described with reference to Figure 48 of the drawings.
26. In steam turbine propelling mechanism for vessels a reversing steam turbine
having the large low pressure disc arranged with blades on its periphery operated

page_text: while reversing by circumferential steam jets as herein described with reference to
Figures 50 and 51 of the drawings.
27. The steam turbine propelling mechanism applied in combination to a vessel
as hereinbefore described with reference to Figures 1 and 2 of the accompanying
drawings.
Dated this 6th day of November 1894.
MARKS & CLERK,
18, Southampton Buildings, London, W.C., and
13, Temple Street, Birmingham, Agents for the Applicant.