IMPROVEMENTS IN THE PROPELLING AND STEERING OF SHIPS OR VESSELS, AND
Year: 1868

page_text: LETTERS PATENT to William Moodie. of the City of Glasgow, in the
County of Lanark, North Britain, Engineer, for the Invention of
"IMPROVEMENTS IN THE PROPELLING AND STEERING OF SHIPS OR VESSELS, AND
33
Sealed the 1st January 1869, and dated the 12th October 1868.
PROVISIONAL SPECIFICATION left by the said William Moodie, at the
Office of the Commissioners of Patents, with his Petition, on the
12th October 1868.
1, WILLIAM MOODIE, of the City of Glasgow, in the County of Lanark,
North Britain, Engineer, do hereby declare the nature of the said Inven-
tion for "IMPROVEMENTS IN THE PROPELLING AND STEERING OF SHIPS OR VESSELS
AND IN THE MACHINERY OR APPARATUS EMPLOYED THEREFOR,' to be as follows,
that is to say:
My said Invention consists mainly in new or improved arrange-
ments of mechanism for the propelling, or the propelling, steering, and
manoeuvring and siding, or the steering only, of ships or other floating
Price 8d.1

page_text: vessels or structures, and all I believe with a less expenditure of power
and a more simple, convenient, and efficient controlling power of the
several movements and forces involved in these several operations than
has been the case with and by the machinery heretofore employed for
the same and such like purposes.
One modification of my said Invention (showing its nature and the
means of carrying it into effect, but susceptible of various modifications
to suit the circumstances where and under which it is to be applied)
consists of a main revolving shaft carrying a thin and, by preference,
nearly flat rectangular propeller vane or blade on each side of and
exactly opposite and equidistant from the shaft, each revolving on an
axis near its centre parallel to and in a plane through the main axis,
and having their journals working in bearings formed or secured in
duplex arms, discs, or frames keyed or otherwise secured to the main
shaft close to the extreme ends of the vanes, which revolve freely on
their own axis between and with their edges just clear of their carrying
arms and main actuating shaft. When the main shaft is placed
vertically at the stern in a plane with the dead wood or stern keel,
having the frame or discs with the propelling vanes revolving as a
horizontal paddle wheel close to the keel in a recess open at the extreme
end or frame a little "forward" from or close to the stern post (to which
the rudder may, as is usual, be attached when used, though it is not
required with this improved propelling and steering mechanism) turned
by its driving shaft in any one direction, say from left to right, or from
"starboard" to "port" at the extreme stern looking down and "aft,"
then the vessel is propelled right "ahead" by causing each propelling
vane to make half a revolution or turn on its own axis in the opposite
direction to that of and for every revolution of it on and with the main
shaft, thus making a positive half turn in the same direction as the
main shaft, so as always to present the alternate surface of the blade
towards the direction of resistance and at right angles to the line of
propulsion on the one side and parallel to it on the other, maintaining
the vanes at right angles to each other in all positions during each
complete revolution of the propeller. This is effected by one simple
arrangement by two hollow shafts upon the main shaft, each with a
chain wheel on the lower end coupled to a notched chain wheel exactly
double the size fixed on the upper end of the spindle, or axle of each
vane by an endless pitch chain, and the two hollow shafts having

page_text: 66
shifting and coupling discs at the top, so that by turning and fixing
these the vanes can be set and fixed at right angles or any other angle
to or in a line with each other on deck; while by a lever, screw, or other
hand shifting and holding gearing attached to either of the discs, both
discs and hollow shafts, chain wheels and chains can be turned (when so
set and fixed with the vanes at right angles) that the vessel may be
propelled ahead by making the "starboard" vane to be at right angles to
the line of the ship, when the other or one on the "port" side is parallel
with the keel, and both on opposite sides of the vessel with the plane
of their axes athwart ships," and vice versa when the vessel is to
be backed or propelled "astern," which requires a half turn of both
hollow shafts together; while a quarter turn of these in one direction
or the other would make the propeller steer and propel the ship round
on a centre to "starboard" or "port" respectively, and by a gradual
change from the one position to the other a gradual increasing or
decreasing scroll, curve, or course can be given to the vessel in like
manner, and by a slow motion of both shafts round toward the "back-
ing" position referred to, and on or back towards the "forwarding"
position, the speed of the ship can be brought down to any degree, or
stopped entirely and moved round and on again to any speed back or
ahead" while the engines or prime mover goes on without reversing
or materially altering its speed in "racing" or "slowing;" the power
exerted by the engines in displacement being generally and nearly the
same, it being only the direction or the line of displacement of the water
which is altered in relation to the line or position of the vessel or her
course; and when this propelling and steering gear is to be used for
steering alone (as when the vessel is under sail only), the two discs or
segmental catch levers on the top of the hollow spindles are set either
a quarter turn round and fixed so that the propelling blades are parallel
to each other or in the position which makes them so; and on the motor
and main shaft being stopped in their motion and set and fixed with the
plane of or through the axes of the blades in the plane of the stern keel
and dead wood, then the two propellers and balanced vanes or floats
can be actuated by the reversing lever or other gearing as a tiller,
rudder, or steering gear and helm with great ease and little expenditure
of power, and thus affording a simple means of bringing all the floats
from the position of propelling by power in a line with or parallel to the
path of the vessel, to a position presenting little or no resistance in the
water when sailing.

page_text: Although the foregoing modification of this propelling and steering
mechanism has been described with one propelling float or blade on
each side or radial line or arms, and only two in the circumference of the
wheel, yet still there might be two or more in each radial line, and
three, four, or other number might be employed, arranged round the
circumference at equal distances and fixed to act in the manner
described. The pitch chains and other gearing for turning the floats
on their axes might be covered in by a plate within a recess on the
upper or lower side of the top frame, disc, or arm carrying the axles
of the gearing and upper journal bearings of the floats; and a smooth
or india-rubber rimmed pulley may be used for "tightening up the
slack" of each chain, acting on their back by a screw mechanical
arrangement or other equivalent means, so as to prevent intermittent
action of the vanes and secure their steady motion, and instead of pitch
chains and wheels being employed for feathering and turning the blades
as described toothed wheels may be keyed on their axes, actuated by.
intermediate wheels gearing into similar fixed wheels half their diameter
attached to the hollow shafts or any other equivalent mechanism
capable of producing the required and described motions and operations.
And two or more of these complete propelling and steering wheels or
mechanism may be employed in one vessel, as, say, by placing another
in the centre line of the bow keel, which would much facilitate and
enable vessels to be " canted" and "sided" in little space and time in
harbours, and thus also be most suitable for "driving broadside on,"
and otherwise manoeuvring floating docks and other structures or war
ships; and one such wheel might be placed under each "starboard" or
port," quarter or bow, or both, or under or at the sides or other con-
venient part of these floating vessels or structures, and in any of these
cases the wheels may be driven as horizontal or vertical wheels, either
wholly or partially immersed by their vertical or transverse horizontal
main shafts respectively. And these main shafts may be driven or
actuated by any of the usual or most simple and inexpensive motive
engines, either driven at the upper part of the shaft above the coupling,
steering, and reversing hand gearing of the hollow shafts, and floats,
or by the engines and gearing set at a lower part below these or nearer
to the propeller, in which case the main actuating shaft would be made
hollow and have two internal lighter shafts with the fixed central chain
or toothed wheels on their extreme lower ends for actuating and
feathering the paddles on their own axes, which would in this case

page_text: be done by the coupling and uncoupling discs and their hand gearing
fitted on the extreme upper or inner ends of these two central shafts
on deck or at any other desired or convenient part of the vessel, all as
described in reference to the outer hollow shaft of the stern modification.
The revolving wheel part with the paddles and its main shaft may when
desired be fitted so as to work in a frame (analogous to that of the
screws of many ships) made to slide up and down in a well or channel,
and so be capable of easy shipment and unshipment from the deck, and
have a strong open frame around it and the lower part of the well firmly
secured to the ship sides, keel, or frames, so as to prevent the propeller
from "grounding" or "fouling" with ropes or other objects, and which
would present little or no resistance to the water passing to and from
the propeller. The feathering paddles, though described as nearly flat
and rectangular, might in some cases be made corrugated with ridges
and hollow radially, or have feathers formed on them in the same
direction, and so present little or no resistance edgewise to the water,
and they might be of an elliptical, round, or other shape in their
superficial acting surface.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Moodie in the Great Seal Patent Office
on the 10th April 1869.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I WILLIAM
MOODIE, of the City of Glasgow, in the County of Lanark, North Britain,
Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twelfth day of October, in the
year of our Lord One thousand eight hundred and sixty-eight, in the
thirty-second year of Her reign, did, for Herself, Her heirs and suc-
cessors, give and grant unto me, the said William Moodie, Her special
licence that I, the said William Moodie, my executors, administrators,
and assigns, or such others as I, the said William Moodie, my executors,
administrators, and assigns, should at any time agree with, and no others,
from time to time and at all times thereafter during the term therein
expressed, should and lawfully might make, use, exercise, and vend,
within the United Kingdom of Great Britain and Ireland, the Channel

page_text: Islands, and Isle of Man, an Invention for "IMPROVEMENTS IN THE PRO-
PELLING AND STEERING OF SHIPS OR VESSELS, AND IN THE MACHINERY OR APPARATUS
EMPLOYED THEREFOR," upon the condition (amongst others) that I, the said
William Moodie, my executors or administrators, by an instrument in
writing under my, or their, or one of their hands and seals, should
particularly describe and ascertain the nature of the said Invention, and
in what manner the same was to be performed, and cause the same to
be filed in the Great Seal Patent Office within six calendar months next
and immediately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said William Moodie, do hereby declare
the nature of my said Invention, and in what manner the same is to
be performed, to be particularly described and ascertained in and by the
following statement in writing, reference being had to the accompanying
Sheet of Drawings, and to the several Figures and respective reference
letters and numerals marked thereon, which as far as possible are made
to represent the same and equivalent or like parts in all the Figures, all
which I have hereunto appended for the purpose of showing the best
modifications and arrangements for practically performing or carrying
the several improvements contained in my said Invention into effect or
practice, that is to say :-
My said Invention consists mainly in new or improved arrangements of
mechanism for the propelling, or propelling, steering, and manoeuring
and siding, or the steering only, of ships or other floating vessels
or structures, and all I believe with a less expenditure of power and a
more simple, convenient, and efficient controlling power of the several
movements and forces involved in these several operations generally than
has been the case with and by the machinery heretofore employed for
the same and such like purposes.
Referring to Figures 1, 2, and 3 (of the accompanying Sheet of
Drawings), which are respectively an end and side elevation and a plan
of one modification or arrangement of a new or improved propeller shown
as fitted to the stern part of a ship, sufficient of which is shown in section
through the main axial line of the propeller to show its position, mode of
attachment and action to and with the ship, all constructed in accordance
with and illustrative of one modification of my said Invention, and
sufficient to show its nature and the means of carrying it into effect or
practice, though susceptible of various modifications to suit the different
circumstances and form of vessel under and to which it is to be applied.

page_text: In this modification the construction and arrangement of the parts consist
of a main vertical revolving shaft A working in a footstep bearing A¹
in the keel a¹ of the ship a, and journals in frame bearings above the deck
at A", the shaft A carrying the two thin and, by preference, as nearly flat
rectangular propeller vanes, floats, or blades B, B', one on each side, and
exactly opposite to and equidistant from the shaft A, each revolving on
its own axis or axial shaft C and C', and lower footstep stud pivots c
and c¹ respectively near its centre, parallel to and in a plane through the
axis of the main shaft A; the pivots c, c¹, are secured to and project up
from the two-armed plate or frame piece D keyed or fixed to the lower
end of the shaft A near or close to the lower ends or edges of the floats
B, B¹. The shafts C, C', have their lower ends cottered or fixed by lateral
feathers to them and journals working in bearings formed or bushed in
the upper armed plate or frame D, which is also keyed or otherwise
secured to the main shaft A, close to the extreme upper ends or edges of
the vanes or floats B, B', which revolve on their own axes freely between
and with their edges just clear of the carrying arms of their duplex
frames D and D', which are strengthened at their outer ends by the
diagonal stays D" and main actuating shaft at the centre. A third two-
armed frame D' is keyed on the upper part of the main shaft A so as to
carry the upper journal bearings of the two shafts C, C¹, carried up or
made long so as to reach near the deck and have their actuating chain
wheels and chains working out of the water. When the main shaft A is
so placed vertically at or near the stern of the ship, as named, in the
plane of the stern keel a¹, a¹, and having its lower end working in the
footstep bearing A' in the keel, and the frame or disc D, D¹, D", with the
propelling vanes or floats B, B¹, all revolving on it as a horizontal paddle
wheel within a recess a¹¹, a¹¹, formed in or through the keel, and down
through a water-tight well or tunnel b, b, up through which the propeller
is sometimes made capable of being raised or lowered for shipment or
unshipment when desired, formed at the stern end of the keel, near or by
preference at some little distance "forward" from the stern post a³,. to
which the ordinary rudder a³ may as usual be attached when used, though
it is not absolutely necessary with this improved propelling and steering
mechanism. The propeller wheel D, D¹, D¹, so formed is turned by its
main driving shaft A by any simple horizontal motive power engine with
two or more cylinders, having the connecting rods coupled to the crank
shaft A or by other equivalent motive power transmitting mechanism or
gearing, either well governed or regulated to revolve in any one direction,

page_text: say from left to right, or "starboard " to "port" at the extreme stern side
or circumference of the propeller wheel, looking down and "aft" upon
it, as indicated by the black arrows 1; then in this case (when so driven)
the vessel is propelled " right ahead" by causing each propelling vane or
float B to make half a revolution or turn only on its own axis in the
opposite direction to the propeller and main shaft A for every single
revolution thereof (instead of the complete revolution they would
necessarily have made if they had been fixed stationary propeller floats
only revolving with the wheel), all as indicated in these respective two
directions by the arrows and dotted circles 1 and 2 in Figure 3, round the
axes A and C, C', or as otherwise expressed, so as to cause each float
B, B', to make a positive half turn only on their own axes C, C¹, in the
opposite direction to the arrows marked 2 and in the same direction as
that of and for every turn of the main shaft A, as indicated by the dotted
circle and arrows marked 1, while at the same time the two opposite vanes
or floats are maintained always at right angles to each other in all posi-
tions round each complete revolution of the propeller and main shaft and
always parallel to the line of the ship's keel when on the "port" side, as
at B', and at right angles to the same line 4, 4, as at B, on the "star-
board" side, that is, parallel and at right angles to the line of the ship's
motion and circular line of the motion of the propeller on the opposite
sides of the ship in the right line 3, 3, or having the floats B', B, in the
positions of least and greatest resistance respectively on the "port" and
‘starboard" sides, all as shown particularly in Figure 3. Each float thus
presents its alternate surface towards the direction of resistance or
"wake" of the ship parallel to the line 3, 3, on the one side, or star-
board" as at B, and at right angles to that line, or parallel to the line 4, 4,
on the other or "port" side B¹. This turning of the floats B, B', on
their own axes C, C¹, is effected in this modification or arrangement
by the two short hollow shafts E and E' mounted loose upon the
main shaft A, having the fixed or holding chain wheels F and F¹
keyed or formed on their lower ends coupled to corresponding
shaped or notched chain wheels C and C exactly double the size
(of these F and F¹) fixed on the upper ends of the spindles or axles
C, C, of the floats B, B¹, by the endless pitch chains f and f¹, all
respectively. The two hollow shafts E, E', are fitted with the coupling
discs or fixed and sliding clutch box e and e¹ at their upper end (or it
might be other equivalent coupling mechanism) which are engaged and
disengaged by a hand lever e¹¹ so as to couple or uncouple the two
<<

page_text: shafts E, E', at pleasure, and enable these shafts and couplings E, e,
and E, e¹, to be turned and fixed at different relative positions to each
other, by holding the one and turning the other and then coupling them,
which thus also sets, fixes, and maintains the vanes or floats B and B¹
at any angle to each other (at which the couplings are made to engage)
as that of the right angle before described in reference to Figure 3, or
both parallel or in a line with each other, as in the line 3, 3, of that
Figure, through the plane of their axes turned round in a line with
the keel 4, 4, by preference for steering only. The floats B, B¹, having
been so set and fixed at right angles by their couplings e¹, e¹, as before
stated are turned on their axles C, C', and thoroughly controlled by
the hand steering, shifting, and holding mechanism shown at a' above
deck, which consists of a vertical shaft G having a square chain wheel G¹
fixed on its lower end geared or coupled to work the corresponding
square chain wheel E" fixed on the hollow shaft E¹ and coupling e¹
by the chain E, while a screw wheel G³ on the upper end of the
shaft G is geared into and turned by the right and left handed screw
spindles G, G, on each side actuated through the spur wheels G³
and G and steering shaft of the hand spoked wheels G5, the journals
of these shafts G, G¹, G3, and Gs being carried in bearings in the
standards or frames.G', and the whole might be erected on any part
of a high deck convenient for the steersman or officer in command to
control the movements of the vessel, by giving the paddles through
the transmitting gearing a*, hollow shafts, chains, and chain wheels the
several motions so far described, particularly in reference to Figure 3.
All so that for propelling ahead by the turning of the hand wheels G³
the index hand g fixed on the top of the shaft G (or it might be on
another equivalent index spindle conveniently placed or actuated by
it) is brought round over the stationary index plate g¹ shown in plan
detached to a large scale in Figure 4 to and held at the point O, then
the couplings e and e¹, hollow shafts E, E', and chain wheels F, F', at
their lower ends are held from turning so as to cause the chains f and f¹
to gear, hold and roll on their respective wheels F, F', so held from
turning as to cause the chains to turn the wheels C₁ and C and their
floats C, C, by the turning of the propeller and main shaft A half
a turn in the opposite direction for every revolution it makes in
propelling the vessel a " ahead
by making the "starboard" float B
(Figure 3) to be at right angles to the line of the ship 4, 4, when the.
other or "port" one B' is parallel with the keel and said line, both being

page_text: on opposite sides of the vessel with the plane through the axes C, A³, C¹,
at right angles horizontally, as in the line 3, 3, to the keel line 4, 4,
and vice versa when the vessel is to be "backed" or propelled "astern,"
the propeller wheel and shaft being turned as before stated in the
direction indicated by the arrows 1, 1, which latter, for reversing the
ship's motion, only requires a half turn of the hollow shafts F, F',
together, and the index shaft G and pointer g brought round to the
stern point marked 4 on the index plate; whilst a quarter turn of these
in one direction or the other, by turning the pointer g to the point 2 S
or 2 P marked for "starboard" or "port" on the dial plate, would make
the propeller steer and propel the ship round, all respectively on a centre
or in a "quick" circle or curve, and by a gradual change or turn of
these shafts and the index hand g from one position to the other a
gradual diminishing or decreasing scroll curve or course can be given
to the vessel, and by a slow motion of the two hollow and index shafts
and pointer round towards the backing position referred to and onwards
or back towards the forwarding position as before referred to the speed
of the ship can be brought down to any degree or stopped entirely, and
then turned round and the ship moved again at any speed within full
speed "back" or "ahead" all while the engines or prime mover goes
on, without reversing or materially altering its speed or "racing" or
"slowing," the power exerting by the engines being generally and nearly
the same, it being only the direction or line of displacement of the water
which is altered in relation to the line or position of the vessel or her
course in these several manoeuvrings or movements of the steering or
feather mechanism a'; and when the propelling and steering gear is
to be used for steering only, as when the vessel is "under sail" alone,
the two couplings or discs C and C¹ on the top of the two hollow
spindles E and E¹ are uncoupled by the hand lever e¹¹ and set either
a quarter turn round each in opposite directions or one a half turn
round in either direction while the other is standing or held and the
two then fixed or coupled again, so that the propelling floats B and B
are set parallel to each other or in the position which makes them so,
or in a line with each other; and on the motor and main shaft being
stopt in its motion and set and fixed with the plane of or through
the axes C and C' of the blades B and B₁ in the plane of the stern
keel and "dead wood," then the two propeller or balanced floats B
and B can be actuated by the reversing mechanism a' or other
equivalent rudder steering gear applied to them, to be actuated as

page_text: two balanced float helms with greater ease and less expenditure of
power and consequent lightness and quickness of action obtainable
than by the ordinary unbalanced rudders and powerful gearing
heretofore employed; thus affording a simple means of bringing the
floats B, B¹, from being in a position of right angles to each other for
propelling by power to that of both being in a line with or parallel
to the path or course of the vessel, presenting little or no resistance to
the water when sailing and steering only, in which case these floats
so set can either be used along with the ordinary rudder and steering
gear or as a substitute for it, or they may be left in a line with the
"keel" and "dead wood" of the ship, so as to present no obstruction
to the " way" of the ship when
under sail" and steered by the
In some cases a disc or rimmed
ordinary rudder and steering gear.
part D, indicated in red lines in Figures 2 and 3, may be fixed or
formed on the frame D¹ to nearly close up the lower part of the well b
above the recess a¹¹ to prevent the rush of water up the well, and the
top is covered in by the substantial light composite iron and double
plank "hatches" or lid 6¹¹ formed in four parts suitably fixed down and
having one joint through the axis of the hollow shaft E, E', for
removal.
Figures 5 and 6 are a side and edge view respectively of a few of the
links of the chains f, f', (Figures 1 to 3) as working round part of one
of their pitch chain wheels F to a large scale sufficient to show the form
and construction of both of these, which I prefer to employ for actuating
the floats on their axes for feathering them in propelling and steering
when the wheels F are of different size, as at F and C¹¹, so that the links
would be strong and substantial and not likely to get out of order in the
roughest weather at sea, although as the floats are preferred to be made
balanced and worked on their spindles placed near their centres no great
force is required to actuate them other than sufficient to overcome the
friction and the chance of casual resistance. The links f of this chain
are made parallel in thickness (so as to work within double-collared
pitch chain wheels F and C", and jointed at their ends by single and
double jaw eyes f" turned and bored with countersunk rivet pins so as
to work like hinge joints and have little or no "play," except in their
revolving direction, and "abut" on their ends as well as their pins, and
have their eyes f" formed all towards the inner side of the link so as to
leave the recesses fi¹¹ between the joints of each link, which take into

page_text: and over semicircular recesses h and projections h¹ respectively, as shown
in the section of the wheel F, Figure 5. The links f shown in side and
edge view at Figures 7 and 8 respectively are substantially the same
construction, but each made longer and straight so as to work over or on
the double and equal sized square-formed and collared chain wheels E"
with hollow rounded corners h to catch and hold the eyes of the links
for transmitting motion at the same speed through or by such wheels
and chains without lengthening or shortening the complete endless
chain E, as by most common forms of these.
Figure 9 is an end view, partially in section, of another arrangement
of the parts of my new or improved propeller and steering mechanism
from the modification shown and described in reference to Figures 1 to 4,
and sufficient to show the features of difference therefrom without the
ship, a part of the main shaft in the centre being shown as broken or
taken away to enable the whole to be drawn to a large scale. In this
modification the spindles C, C₁, of the two floats B, B', are not carried
up beyond the upper frame D' (of the propeller wheel A*), which is
formed hollow with a portable cover screwed down all round the edges
to the lower strong part, firmly secured to the main shaft A and lower
frame or plate D. The hollow shafts E, E¹, are carried down to the
propeller wheel A*, and have their chain wheels F, F', square and
directly connected by the chains f, f', to exactly similar wheels C", C²,
fixed on the ends of the spindles C, C', of the floats B, B¹, all respec-
tively working at the same speed as the hollow shafts, well protected
within the hollow case of the frame D' The hollow shafts E, E¹, have
fitted to their upper ends an equivalent arrangement of coupling
discs e, e¹, and clutch ring fulcrumed on the top disc e, with pins e*
and portable hand lever e", as shown and described in reference to
Figures. 1 to 4, for the like purpose of enabling them to be simulta-
neously turned for propelling or steering when coupled in their
respective positions for these purposes, all as herein-before described.
Instead of these shafts E, E³, being moved by the shaft G (of the
steering and feathering gearing a not shown in this Figure), they are
actuated by the intermediate spindle d carried loose in a deep bearing
in the arm frame D³, keyed and carried round with the shaft A by the
chain wheel d¹ on its lower end, coupled by the chain f to the wheel e',
and by the spur wheel d¹ on its upper end with twice the number of
teeth in it than are in the pinion d, which actuates it through the

page_text: transmitting internally toothed ring wheel d¹ gearing them, and running
loose on the top of the carrying frame arm D³, all as shown in detached
plan in Figure 10, the chain wheel G¹ of the shaft G being directly
geared by the chain E2 to the holding or regulating chain wheel d³ on
the boss of the toothed wheel d³, which being mounted loose on the
shaft A above the arm D³ causes these as they revolve by the motive
engines to transmit a half turn only to the two shafts E, E', and
floats B, B', on their spindles C; C₁, in the same direction as the main
shaft A and propeller A*, or retard them half a turn, as before explained,
from taking the complete turn they would make if fixed on the main
wheel, all as before explained. In this arrangement the propeller A*
could work in a recess, as a¹ in Figure 2, in the keel and "dead wood"
without a well b, the main shaft A and hollow shafts E, E', working up
through a central vertical gland pipe analogous to the stern pipe of the
screw shafts of steam ships, with a recess or chamber below the deck a³,
as 6, 6, Figure 2, for the frame D³ and toothed gear d, d", d², d, to
work out of the way of the motive-power engines, which might be
ranged round the crank A3 as a set of two, three, or more horizontal
cylinders secured by a sole plate common to all on the deck a", the
shaft G being carried up to an arrangement of steering mechanism, as
a, Figure 2, on the deck or bridge above.
.
Figure 11 is an elevation of another simple mechanical motion for
reversing and regulating the action of the floats on their own spindles
by the action of and at half the motion of the main shaft and the pro-
peller wheel, as herein shown detached in this arrangement by a single
hollow shaft E, to be coupled direct to the spindles C, C'; but it might
be two shafts, when they are coupled by clutches e, e¹, and separate
transmitting chain wheels F, F', or other equivalent, as in the former
modification. The main shaft A has keyed on it the bevel or mitre
wheel g gearing into the corresponding vertical rolling and transmitting
intermediate wheel g¹ carried. loose on the strong lateral stud ", made
fast by a boss. or otherwise. to the top of the hollow shaft E; and as the
wheel g' rolls or gears into the bevel or mitre wheel g₁ of exactly the
same size and number of teeth as the wheel g, and as it is fast on the
boss of the holding and regulating chain wheel g³, equivalent to d³ of the
last arrangement shown in Figure 9, and is coupled by the chain E³ to
an arrangement of feathering and steering gear, as a', Figures 2 and 3,
the revolution of the main shaft A and wheel y in the upper circum-

page_text: ference of the wheel g¹ carries it round the axis A at its own speed, but
the lower circumference being held by the non-revolving wheel g², the
axis g of the wheel g¹ and hollow shaft E on which it is fixed and free
to move revolves at half the speed of the main shaft A, all as herein-
before explained as giving the necessary motion to the floats B, B'.
Figure 12 is a diagram plan of a propeller wheel A*, with a recessed
frame D', as shown in Figure 9, having a single hollow shaft E, as just
described in reference to Figure 11, to the lower end of which the spur
pinion H is fixed, gearing into the two intermediate wheels H, H',
working on studs in the frame D' on each side, and which gear into and
transmit motion to the wheels H", H2, respectively fixed on the
spindles C, C', of the floats B, B', the hollow spindle E being held by a
chain wheel g and chain E' from a steering gear, the train of wheels
revolving as indicated by the red circles and arrows so as to actuate the
floats at half the speed of the propeller, as herein-before explained, the
wheels working within the hollow case formed in the frame D', pro-
tected from harm as the chains and wheels E", E, C, C2, and fin
Figure 9.
:
Figures 13 and 14 are a plan and side elevation respectively of a
propeller wheel A* having the floats B, B', worked in the same manner
from a single spur pinion I fixed on the lower end of the single hollow
shaft E, which is also held or regulated by a steering gear, as a in
Figures 2 and 3, by the chain F and wheel g' at its upper end. The
pinion I is geared and works within the internally toothed eccentrically
revolving wheel I' formed in the centre of a duplex armed connecting
rod or plate, each arm I", I³, being coupled to crank or eccentric
pins i, i, formed or fixed into discs or cranks i", i³, on the upper ends of
the spindles C, C', of the floats B, B¹, all respectively within the hollow
space formed in the frame D' of the propeller, so as to protect all from
chance of injury, as described in the former modification. As there are
only two floats in this arrangement and their crank pins i and i¹, they
would in revolving be on the "dead" point at the same time. A short
third arm I is formed on the internal wheel rod I', forming as great an
angle as convenient towards the right angle with the arms I", I, and
connected to a similar eccentric pin ³ in a disc 11, as the other arms, but
revolving on a fixed stud i* in the frame D'; which arrangement of arm
and crank would keep the whole eccentric frame I revolving and rolling
steady round its pinion at all points without chance of stoppage on the
C

page_text: "dead point," and insure the proper working of the floats, all as described
in reference to the other modifications, and indicated by the similar
circles and arrows 1, 1, and 2, 2, as described in reference to Figure 2.
Figure 15 is a plan diagram of another modification of the eccentric
rolling pinion and internal toothed wheels described in reference to
Figures 13 and 14 shown as applied to a propeller A* having three
floats or paddles B, B¹, B", equally divided round a frame formed of
two discs D, D', instead of the oblong ones shown and described in the
modifications heretofore, these arms being firmly secured by the angular
stays D in the space between the revolving floats B. The action of
this will be evident from the description of the former modification and
by the arrow and dotted circles and reference letters indicating the like
parts, motions, and their position in this Figure as in the others, the
float B being in full propelling action on the "port" side, and the floats
B and B having just passed the feathering point of least action respec-
tively on the "starboard" side, as shown. In this modification the
eccentric wheels I and I' might be arranged to give the hollow shaft E
its revolving action, as described, at the top of the shafts out of the
water, and a simple eccentric made to work in an eccentric-acting three-
armed rod working all the cranks on the spindles of the floats B, B¹, B",
within the recess in the upper frame D' in the place occupied by the
eccentric arm wheel I, I¹.
In. Figure 19 is shown a diagram plan of the application of two such
propeller wheels as just described in reference to the Figure 15, one
placed under the "starboard" and "port" quarters, with their floats
working, by preference, in opposite directions; having their outer blades
acting effectually to push the water "astern," for "going ahead," and
feathering, as they approached to the keel line, all as indicated by the
red circles and arrows in the Figure, and in such arrangements as this
the propeller shafts A, E, might work up through vertical water-tight
pipes, and have the propeller wheels shipped over the side and coupled
on their lower ends, which would in footstep bearings projecting from
the keel and under walls of the ship. When it is desired to make
these eccentric wheels have the power to work the floats for steering
only in addition to propelling them, each crank pin of a float can be
connected to a different eccentric internal rolling and actuating wheel
in different planes; and have a separate internal pinion in each respec-
tively in its own plane actuating each, either on a separate hollow

page_text: shaft for each, or these pinions could all be mounted on one and
coupled by pins or clutch into the lowest one, and when the blades
were desired to be feathered they could be held and set while the top
pinions were removed from the eccentric wheels and coupled again to
the single shaft. When a ship is to be steered by the usual rudder
and its steering gear, which is fitted with any of these improved pro-
pellers which have been constructed so that the blades are always at
right angles to each other for propelling, and have not the power of
being turned parallel or in line to the way of the ship, or instead of
uncoupling the floats to feather them parallel or in line when steering
or "under sail" only, even if they have the means of uncoupling and
feathering them, they may be made to present nearly as little resistance
as if they were so feathered to the ship's motion. By stopping and
uncoupling the motive engines completely from the main propeller shaft,
and holding the feathering and steering hollow shaft or gearing, then
the force of the resistance of the water will turn the propeller and floats
at a speed to feather them with the least possible resistance propor-
tional to the speed of the ship.
33
Figures 16 and 17 are respectively a transverse and longitudinal
section of the stern part of a two-decked ship showing a propeller A
similar to that described and shown in reference to Figures 13 and 14
as fitted thereto, with a suitable "well" or "tunnel" constructed
therein of the long and narrow rectangular form, suitable for raising
or lowering or "shipping and "unshipping" the propeller up or
down through it in any weather at sea, all constructed in accordance
with and illustrative of one modification of my said improvements. The
main shaft A and hollow shaft E revolve in the footstep bearing A¹ of
the keel a within the rectangular recess a¹¹, as before described; close
to this recess and the upper frame D¹ of the propeller A, and from
where the transverse section of the ship's curved lines is as wide as the
well requires to be (see Figure 16) to receive the propeller, the well b
begins and is formed of strong sheet iron plate rising up vertically on
all sides from the strong edge part, which is formed to receive and hold
the nearly water-tight portable lid 6¹¹¹ right up to the deck a³, all well
strengthened with vertical and transverse angle iron at the corners, and
to knees and T iron at the parts and corners of beams where they are
cut by the well, and having a strong cover 6" in two parts jointed
transversely to each other and to the strong flanges of the well at the

page_text: upper deck a where they overlap, and also at the axis of the shaft A
Some little distance above the door 6111 along and close to the sides of
the well b there are two longitudinal half doors J oscillating by their
spindles working in bush and stuffing-box bearing having screw wheels
J at their ends worked by the vertical screw spindles J", and also at
the ends of the well still closer down, as much out of the way of the
former as possible, there is the transverse holding levers ; worked
exactly like the other by screw wheels and screws j¹, j³, at each inner
corner of the well, seen best in the transverse section, Figure 18, of the
well taken on the line 1-1, Figure 16, all of which doors and levers J
and i have their lower edges bevelled, so that when screwed out they
press and hold down the lid 6111 after it has been lowered down to its
resting ledge at the bottom of the well b. The hole in the centre of the
lid 6 when desired may be bushed and form a strengthening bearing
to the main and hollow shaft working up through it, and a like bush may
When the
also be formed in the upper lid or cover 6" when desired.
propeller A is to be unshipped and brought on deck or raised into the
well for any purpose these holders J, j, are slacked back to the sides
of the well, and the two doors 611, 6111, are raised as well as the propeller
and its main shaft A, A, up out of the well, or at least above the
spindles of the two longitudinal doors J, so that their screws and screw
wheels J, J¹, can be then turned so as to screw their bevelled lower
edges up until they meet in the centre of the well, as shown dotted in
at J³, in the form of a two-leaved angled close door, which when so
closed prevents the sea water rolling up into the well to shake or injure
the parts of the propeller after it has been drawn up into the well.
Although the foregoing modifications of this my propelling and
steering mechanism have herein generally been described with one pro-
pelling float or blade on each side or radial line or arm, and only two
or three in the circumference of the wheel, yet still there might be two
or more in each radial line, and four or other number might be employed,
arranged round the circumference at equal distances and angles, and
fitted to act in the manner described in accordance with my said Inven-
tion. Although no tightening-up action has been shown or described
in reference to the endless transmitting motive chains, however in
some cases a smooth or india-rubber rimmed pulley may be used for
tightening up the "slack" of each chain, acting on their back by a screw

page_text: "
mechanical arrangement or other equivalent means so as to prevent
intermittent action of the vanes and secure their more steady motion,
and other modifications of pitch wheels and chains and toothed gearing
may be employed for feathering and turning the blades as described, or
other equivalent mechanism capable of producing the required and
described motions and operations; and two or more of these complete
propelling and steering wheels may be employed in one vessel, as, say,
by placing another in the same stern line, or one or more in the
centre line at the bow keel, which would much facilitate and enable
vessels to be "canted" and "sided" in little space and time in
harbours, and thus also be most suitable for "driving broadside on
and otherwise manoeuvring floating docks and other structures or war
ships; and one such wheel might be placed under each "starboard"
or "port" bow, as indicated under the quarter in Figure 19, or they
might be placed under both, or under or at the sides or other con-
convenient parts of these floating vessels or structures according as
convenient to shape or other circumstances, and in any of these cases
the wheels may be driven as horizontal or as vertical wheels, either
vertical or transverse horizontal main shafts respectively; and these
main shafts may be driven or actuated by any of the usual or most
simple and inexpensive motive-power engine, either driven at the upper
part of the shaft above the coupling, steering, and reversing hand
gearing of the hollow shaft and floats, or by the engines and gearing
set at a lower part below these or near to the propeller, in which case
the main actuating shaft would be made hollow and have two internal
lighter shafts with the fixed central chain or toothed wheels on their
extreme lower ends for actuating and feathering the paddles on their
own axes, which would in this case be down by the coupling and
uncoupling discs or clutches; and their hand-steering gearing fitted on
the extreme upper or inner ends of these two central shafts on deck or
at any other desired or convenient part of the vessel, all as described
in reference to the outer hollow shaft of the other modification described.
The revolving wheel desired be fitted so as to work in a frame (analogous
to that of the screws of many ships) made to slide up and down in a well
or channel, and so be capable of easy shipment and unshipment from
the deck, and have a strong open frame around it and the lower part of
the well firmly secured to the ship's sides, keel, or frames, so as to pre-
vent the propeller from "grounding" or "fouling" with ropes or other

page_text: objects, and which would present little or no resistance to the water
passing to and from the propeller. The feathering paddles, though
described as nearly flat and rectangular, might in some cases be made
corrugated with ridges and hollows radially, or have feathers formed
on them in the same direction, and so present little or no resistance
edgewise to the water, and they might be of an elliptical, round, or other
shape in their superficial acting surface.
Having now described and particularly ascertained the nature of my
said Invention, and the manner in which the same is or may be used or
carried into effect, I may observe, in conclusion, that I do not confine
or restrict myself to the precise details or arrangements which I have
had occasion to describe or delineate, as many variations may be made
therefrom without departing from the main or essential features of my
Invention; neither, on the other hand, do we claim the using of either
vertical or horizontal feathering float or paddle wheels or propellers
generally for the purposes of propelling and steering of ships or vessels
(as I am well aware that this has been done in various ways heretofore);
neither do I claim all the details of mechanical construction separately
which I have had occasion to describe and refer to (as many of these
have heretofore been used in various mechanical structures), except in
combination with and forming part of the essential principles or features
of my said Invention; but what I consider novel and original, and
therefore claim as the Invention to me by the herein-before in part recited
Letters Patent is,―
First. The construction and arrangement of parts of machinery for the
propelling, steering, or propelling and steering, or manovring of ships
or other vessels, all substantially in the new or improved manner herein
described and shown in the accompanying Drawings, or any mere modi-
fication thereof.
Second. The construction and use of a propeller or wheel revolving
on its main or central axis carrying one or more propelling floats, vanes,
or paddles revolving on an axis of their own at half the speed of the
main axes, that is, making a half turn in the same direction as the
main wheel carrying them, the floats always presenting their alternate
flat faces at right angles to the line of the ship's motion on the one side
and parallel to it on the other as they come round to the opposite side
of a line drawn through the main axis, all substantially in the new or

page_text: improved manner herein described and shown in the accompanying
Drawings, or any mere modification thereof.
In witness whereof, I, the said William Moodie, have hereunto set
my hand and seal, this Ninth day of April, in the year of our
Lord One thousand eight hundred and sixty-nine.
Witness,
W. R. M. THOMSON,
Patent Agent,
20, Buchanan St.,
Glasgow.
IL.
(4.5.)