IMPROVEMENTS IN METHODS OF AND APPARATUS FOR PROPELLING, AND EXHAUSTING, AND COMPRESSING AIR AND AERIFORM BODIES
Year: 1846

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, PETER
CLAUSSEN, of Leicester Square, in the County of Middlesex, Gentleman, send
greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Letters Patent under the Great Seal of Great Britain, bearing date at West-
minster, the Twenty-third day of July, in the tenth year of Her reign, did,
for Herself, Her heirs and successors, give and grant unto me, the said
Peter Claussen, my exors, admors, and assigns, Her especial licence, full
power, sole privilege and authority, that I, the said Peter Claussen, my exors,
adiñiors, and assigns, or such others as I, the said Peter Claussen, my exors,
adiñors, or assigns, should at any time agree with, and no others, from time
to time and at all times during the term of years therein expressed, should
and lawfully might make, use, exercise, and vend, within England, Wales,
and the Town of Berwick-upon-Tweed, in the Islands of Jersey, Guernsey,
Alderney, Sark, and Man, and also in all Her Majesty's Colonies and Planta-
tions abroad, my Invention of "IMPROVEMENTS IN METHODS OF AND APPARATUS
FOR PROPELLING, AND EXHAUSTING, AND COMPRESSING AIR AND AERIFORM BODIES;" in
which said Letters Patent is contained a proviso that I, the said Peter Claussen,
shall cause a particular description of the nature of my said Invention, and in
what manner the same is to be performed, to be inrolled in Her said Majesty's
High Court of Chancery within six calendar months next and immediately
after the date of the said in part recited Letters Patent, as in and by the same,
reference being thereunto had, will more fully and at large appear.

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
Peter Claussen, hereby declare that the nature of the said Invention, and in what
manner the same is to be performed, are fully described in and by the present
Specification thereof, reference being had to the several Sheets of Drawings
marked No. I., No. II., No. III., and No. IV., hereunto annexed (that is
to say):
My Invention consists, firstly, in an improved method of or apparatus for
propelling ships and boats from the stern, which is represented in Sheet No. I.
of the Drawings hereunto annexed.
Figure I. is a view of the stern of the hull of a ship, with this part of my
Invention adapted to it; and Figure 2 is a side view thereof. A, A, are two
horizontal propeller shafts, which are respectively attached to the pistons of
two steam or other power engines B, B, and pass out through stuffing boxes
C, C, in the stern of the vessel, one propeller being placed above the other,
and both in a vertical line with the keel. To the outer end of each shaft
there is affixed a rectangular chase or frame G, by means of four curved stays
a, a, which chase or framo is divided into twelve square compartments, in each
of which there swings a float which is free to open outwards as indicated
by the red lines in Figure 2, but is prevented from falling inwards by a cross
bar b, when the propeller shafts are alternately pushed outwards or backwards
from E to D by the action of the engine pistons, each float being in that case
pressed against the bars b, and thereby held fast. The whole series of twelve
oppose their surfaces to the water, and cause a corresponding reaction in the
line of motion of the vessel, but as they are alternately withdrawn inwards in
passing from D to E, the floats being free to move in the opposite direction,
are thrown outwards and oppose but a slight resistance to the return strokes
of the pistons. When it is desired to back the vessel, this is effected by
turning round the cross bars b, b, into such positions that they shall leave the
floats free to move inwards only instead of outwards as before, and so act on
the ship in a manner exactly the reverse of that before described. The
change in the position of the bars b, b, is produced by means of two screws
L, L, passed from the engine room through the propeller shafts, which are
acted upon inside of the vessel by means of a crank handle, so that these
screws can be made to protrude further out from or nearer to the end of the
propeller shafts A, A, at pleasure. The action of these screws will be more
fully understood by referring to the separate Drawing (on an enlarged scale),
Figure 3, Sheet No. 1. The black lines shew the position of the bars b, b,
the floats f, f, and the screw L, when the vessel is going forward; the red
lines indicate their position after the screw has been turned in a short distance,

page_text: and which would be the position of these parts in backing the vessel, or
sstopping its way. The propeller frames may either work in an open space
cut out of the dead wood behind the rudder, as shewn in Figure 2, or in a
trunk open to the water in the rear only; but in the latter case two outlets
should be made at the inner corners of the trunk, to allow of the outflow of the
water through them when the propeller frames are acting reversely, that is to
say, so as to back the vessel. Instead of the propeller frames being rec-
tangular, as before described, they may be made of a diamond or hexagonal
or any other suitable form; and so also, instead of the floats being square,
they may be of an oblong or any other suitable form, and may be less or more
than twelve in number.
And I declare that what I claim under this first head of my Specification is,
the method of or apparatus for propelling ships and boats from the stern, in
the general arrangement and combination of parts of which the same consists,
that is to say, in so far as regards the employment of propeller frames or
chases having swing floats so attached thereto and so adjustable as to oppose
their surfaces to the water only when by such opposition they may serve to
propel the vessel or boat forwards or backwards as before described.
Secondly, my Invention consists of the improved method of or apparatus
for propelling vessels and boats by circularly revolving paddles represented in.
Sheet No. 2. of the Drawings hereunto annexed. Instead of attaching the
paddles to an open frame wheel as usual, I attach them to a drum, in such
manner and by such means that they shall protrude only beyond the periphery
of that drum when required to act against the water, in order to propel the
vessel or boat; and instead also of placing such drums and paddles in the
position of the ordinary paddle wheels, namely, at the sides of the vessel or
boat, I place them wholly within the vessel, one on each side of the keel, or in
flat bottom boats, one in the centre, and inclose them in water-tight cases open
at bottom only to the water. The drums (A, A,) are formed each of two
circular plates indented on their peripheries, in the peculiar manner repre-
sented in Figure 1, (Sheet No. 2,) united by a circular body piece which may
be either of some light solid material, as wood or cork, or made hollow. The
paddles (B, B,) are of the peculiar construction separately represented in
Figure 2, (a side view,) and Figure 2º, (a cross section,) consisting of an
oblong plate p, with two arms q, q, at each end, set at nearly right angles to
one another, and are attached by hinges or pivots a, a, to the outside faces of
the drums. The cases C, C, in which the paddle drums are enclosed, are
raised on the floor of the vessel or boat over open spaces cut out of the bottom
of an area just large enough to allow the paddle drums to turn freely therein,

page_text: and they reach at top to above the load line of the vessel or boat; man holes
may be made in these cases at or near to the top, in order to allow access
to the interior when. repairs are wanted, or segments of them may be made to
move off and on. for that purpose as required. The paddle drums revolve on
one crank shaft, or axis D, which passes through stuffing boxes in the sides of
the cases C, C, and is proposed to be worked by horizontal engines fixed on
the floor of the vessel.. Between each paddle drum and its case there is fixed
on the same shaft D, two eccentric plates, (E, E,) one on each side of the
form, (shewn separately in Figure 3, (a side view,) and Figure 3*, (a cross
section,) which have on their inner faces circular grooves c, of the same
diameter as the paddle drums with eccentric channels d, d. In these
grooves
run a series of small rollers r, r, and to each pair of rollers one of the paddles
is attached, whereby this effect is produced, that as long as the rollers r, r,
keep within the circular grooves, the paddles are kept wholly within the
periphery of the drum, (each paddle falling back into the recess made for it by
the indenting of the periphery of the drum, as seen in Figure 1,) but that as
soon as they diverge into the eccentric channels d, d, the free arms of the
paddles are gradually thrown outwards, till, on arriving at a point coincident
with a vertical line drawn through the centre of the drum, they present the
whole of their surfaces to the water. Figure 4 represents an end view of one
of the paddle drums detached from its case, and without the eccentric plates;
Figure 5 is an end view of one of the drums with its case and eccentric plates;
Figure 6 is a sectional side view, shewing how the paddles are acted on by
the eccentric plates; Figure 7 is a transverse sectional view, on a diminished
scale, of the entire apparatus, as fitted to a vessel or boat. In order to guide
the rollers r, r, into the eccentric channels d, d, or back again into the circular
channels c, c, each of the plates (E, E,) has a switch w, which turns on a
centre at a, and, according as it is moved towards the points e orf, by means
of a lever carried out through the adjoining casing (but not seen in the
Drawings), causes the rollers to take either the one or the other direction.
The paddles should be so adjusted, as regards the pivots or hinges and rollers
by which their action is governed, as that the centre of each roller shall form
a slightly acute rather than a right angle line
sponding pivot or hinge, as shown in Figure 2.
in the Drawings as being superficially of an
made of any other suitable form that will not interfere with the system of
action before described.
with the centre of the corre-
The paddles are represented
oblong form, but they may be
And I declare that what I claim under this second head of my Specification
is, the method of or apparatus for propelling vessels and boats, by circularly

page_text: revolving paddles before described, in so far as regards the employment of
paddles of the peculiar construction represented in Figures 2 and 2*, in com-
bination with the other appliances and auxiliaries before described.
Thirdly, my Invention consists of an improved mode of constructing ships
and boats, so that they may be of much less draught of water than usual, be
expeditiously ballasted in all situations and under all circumstances, and be
consequently much more easy of propulsion, and whereby also they can be
kept always free of bilge water, and (if propelled by steam) thoroughly
ventilated. The details of this mode of construction are shewn in Sheet
No. III. of the Drawings hereunto annexed. Figure 1 is a midship section,
and Figure 2 a longitudinal section of a boat built on this plau. It differs,
it will be seen, in its outline, from all the lines now ordinarily followed in the
building of boats, inasmuch as the bottom is of the form of a double curve,
having the keel for its centre, each half of the curve taking a downward
sweep from the side of the keel, and then swelling upwards towards the
sides, whereby the lowest points A, A, of each half curve are brought
nearly quite below the level of the keel, and a bilge is formed on each
side of it. The weight of the boat thus rests as it were on the two bilges.
The effect is much the same as if two boats were joined sideways together,
having one keel common to both, and two separate centres of floatation and
rotation, one on each side of the keel. At the float line C, C, of the boat, the
bilges have a flooring D laid over them, and the two bilges are kept distinct
and separate by means of a partition P, raised on the keelson, and extending
throughout the entire length of the vessel. Both the flooring D and the
partion P are made perfectly air and water tight. But in each bilge and
at the lowest point thereof there is a valve F, which is commanded by a screw
spindle f, which is carried up through a stuffing box in the flooring D, and
turned by a winch handle h, whereby an opening can be made at any time,
either for the expulsion or admission of water from or into the bilge as after-
wards more fully explained; and so in like manner, there is a valve G in the
top flooring D of each bilge, which is also commanded by a screw spindle and
handle g, by the opening of which valve any water which may surge over into
the boat is allowed to flow off from the floor D into the bilge beneath, to be
expelled thence through the valve F. The spindles of the valves F and G
are both supported in one frame-work, as shewn separately on an enlarged
scale in Figure 3. Each bilge is further provided with an air pump FL, by
means of which air may be forced into the bilge to any extent required to
expel any bilge or other water which it may at any time contain, the valve G
being of course screwed down tight while the air pump is at work. When it

page_text: is required to ballast the boat, this is done by opening the valves F, and
admitting water from the outside into the bilges B, B, and should it be desirable
to have a greater weight on one side of the boat than on the other, this is also
readily accomplished by setting the air pump to work to reduce proportionally
the quantity of water in the bilge on that side. E, E, are the thwarts on
which the men sit. When the boat is at her float line C, C, with a full
complement of men, she is full two thirds out of the water. I, I, are two air-
tight chambers, which are placed at the head and stern of the boat, and are of
such capacity that, supposing the boat to be turned over accidentally, they
would by their buoyancy cause her to right herself instantly, and make it
impossible for her to remain upside down. Figure 4 is a midship section of a
steam vessel, with a bottom constructed in the same manner as the boat which
has been just described. It exhibits also at the two sides two different sorts
of arrangements, by which I propose to effect the ventilation of vessels of this
description. The paddle box on the left hand is surmounted by a safety boat
exactly similar in construction to that before described, turned upside down
after the manner of the well known paddle box safety boats already in
common use in the royal navy. The valves G and F of the bilge B, which is
on the near side of the boat, are both opened, those on the opposite side being
kept closed, and a hose K attached to the orifice of the valve F, which may be
led into the cabins, the hold, or any other part of the vessel which may be
wanted. The combined action of the waves and paddles keeps continually driving
streams of cold air up into the space covered in by the bont, whence they pass
off by the valves G and F into the ventilating hose K, and as the escape
passages are of small area compared with the space covered in by the boat, the
body of air which accumulates in the latter space acquires necessarily a con-
siderable degree of compression, and rushes with proportionate force into the
interior of the vessel. The paddle box on the right hand is supposed to be one
of the ordinary description, but has an air chamber B at the top, formed by the
insertion of a partition P, in which there is a small orifice G, through which
the air passes into the chamber B, whence it rushes through an aperture F
and hose K, in the same way as in the other arrangement before described.
Vessels and boats built according to the mode or modes which I have just
described, or according to any part thereof, may be either of wood or iron, or
partly of the one material and partly of the other.
And I declare that what I claim under this third head of my Specifica-
tion is, firstly, the construction of vessels and boats with bottoms of a double
curve, and provided with double bilges, which may be filled or emptied at
pleasure, wholly or partially, of water, by means of air pumps and other ap-

page_text: pliances, all as before described, and also the application of air-tight chambers,
together with the air pumps and other appliances aforesaid, to vessels and
boats of the ordinary construction; secondly, the application of boats on the
said new plan of construction to the ventilation of ships, as before described;
and thirdly, the adaptation of the paddle boxes of steamers to the ventilation
of steamers, as before described.
Fourthly and lastly, my Invention consists in the following improved methods
of applying motive power to the propelling of boats and barges, and other like
craft, on canals, rivers, roadsteads, harbours, &c., as also to the propelling of
carriages and other vehicles on roads, railways, tramways, &c., and generally
to all propelling purposes. The means which I employ for this purpose, in so
far as they are applicable to boat traction, are represented in Sheet IV. of the
Drawings hereto annexed. Figure 1 is an elevation, and Figure 2 a plan.
A¹, A³, A³, are three friction pulleys or wheels mounted upon separate axles
B', B3, B³, which are attached to some strong frame-work placed in a con-
venient situation in the boat to be propelled. The two wheels A¹, A², have
each connected to them, upon the same axles, a double-grooved pulley C', C³,
for the reception of a rope or chain (preferring wire rope for the purpose),
which is passed over them in the manner represented in the Drawing. The
ends of this rope or chain are securely fastened at two points, the one point
being that from which the boat starts, and the other that of its destination.
But if these points should be too far apart, then any convenient number of
separate shorter lengths may be employed, taking care always that one length
of rope, wire rope, or chain, shall join on where the other terminates. It will
be observed upon reference to the Drawings, that the rope embraces an extent
of surface upon the periphery of the two pulleys C, C, at least equal to the
whole length of the periphery of one of them. It is first passed under the
inner groove of the pulley C², then up over the same groove on to the pulley
C', from which it crosses over to the outer groove upon C, and then under the
same groove on C¹. D', D³, are two friction pulleys, one placed under the
pulley C, and the other under the pulley C. These pulleys keep the rope in
close contact with the peripheries of the pulleys C¹ and C, in order that the
necessary adhesion of the rope to the surfaces of these pulleys may be pro-
duced, and a proper direction given to it. When motion from a steam engine
or from any
other motive power placed within the boat is communicated to
any one of the wheels A', A², or A³, the same is communicated to the whole
three by means of the rope, whereby the boat will be propelled forward or
backward, as the case may be, by the winding up of the rope on the one side,
and its being payed off on the other. I, however, prefer attaching the motive

page_text: power employed to one or other of the outer pulleys, in preference to the
centre one, as for instance to A', in which case the bearings on which the
other two shafts B and B are supported are so mounted that they shall have a
certain range of lateral motion, so that the action of the rope upon the grooved
pulleys C', C², may cause the peripheries of the whole series, namely A', A²,
and A, to be in close contact, and the friction of their surfaces, the one upon
the other, may mutually assist the adhesion of the rope upon the pulleys C
and C. The corresponding pairs of pulleys A', A³, and C, C³, should be of the
same diameters; and should the length of line of traction happen to be more
than the length of rope used, then, upon the arrival of the boat at the end of the
rope, that rope must be unshipped from the pulleys C¹, C³, and a new length
put on. Another arrangement of pulleys for the same purpose is represented in
elevation in Figure 3, Sheet IV. A, A, and C', C³, are respectively the
friction and grooved pulleys; they are exactly similar to those last herein-before
described, but the pulleys C, C³, present a greater amount of adhesive surface
to the rope, accompanied with the advantage of a considerable saving of room.
D is one of a pair of pulleys, which run upon the same shaft d, for causing
the adhesion of the rope to the surface of the pulleys C¹ and C. Another
arrangement of friction pulleys is represented in red lines; it consists of four
pulleys E, E, E, E, mounted in an expanding shear frame, which is centered
upon and connected by the pin F to some part of the general frame-work
upon which the whole machine is mounted; G, G, two adjusting rods which
are attached, by their upper end to the legs of the shares, and are inserted at
their under or opposite ends, (one of which has a right, the other a left hand
screw turned upon it,) into a long nut H, which is also screwed right and left,
whereby the shears are opened or closed according as it is turned the one
way or the other, and the rope caused to be more or less firmly pressed against
the pulleys C, C³. The two last described arrangement of pulleys are appli-
cable not only to the propelling of boats, ships, and barges, in canals, rivers,
roadsteads, &c., but also to the transmission of power from any prime mover
whatever to places at a distance from the same, but in all cases of the latter
description the rope must either be endless, or the body acted upon moveable.
Figure 4 (Sheet IV) is a plan, and Figure 5 an elevation of an arrange-
ment of pulleys, nearly similar to that first herein-before described under this
head of my Specification, as, adapted to the propulsion of railway or tramway
carriages. The wheels or pulleys C³, C³, form the running wheels of the
carriage. To the axles of one or other of these wheels the moving power is
applied in the same way as in locomotive engines. The grooved pulley (A')
on that axle is fixed, the other pulley (A³) is loose.

page_text: And I declare that what I claim under this fourth and last head of this
Specification is, the several methods of propelling boats, barges, agricultural
implements, and vehicles, by means of wheels, pulleys, ropes, chains, and other
appliances before described, each in the peculiar arrangement and combination
of parts of which the same consist.
In witness whereof, I, the said Peter Claussen, have hereunto set my
hand and seal, this Twenty-third day of January, in the year of our
Lord One thousand eight hundred and forty-seven.