A NEW METHOD FOR THE PROPELLING OF VESSELS AND FOR SHIPS SUITABLE THEREFOR
Year: 1884

page_text: I EDWARD BEAUFORT CULLEN of Stanthorpe in the Colony of Queensland
Mariner do hereby declare the nature of my invention for A NEW METHOD FOR
THE PROPELLING OF VESSELS AND FOR SHIPS SUITABLE THEREFOR to be as
follows:-
My Invention has been designed so as to save a greater proportion of the
effective power generated by the Engines in Steam ships, and to utalize that
power and save much space which is now in a great measure lost by the present
cumbrous machinery in Steamers propelled by Screw haveing large tunnels for the
shaft to work in which occupies such a portion of the hold;
My improvements in propelling consists first and mainly of a series of blades or
fans to which are affixed like half spoons at their opposite extremities or sides and
affixed anglewise to shafts. One of such shafts is placed horizontally on each side
of the ship, working (in some cases) in a longitudinal chamber running along the
outside and clear of the main hull, but attached to it as will hereafter be explained,
the half spoons are placed at the edge, and on opposite sides of each blade or fan,
so that when revolving the leading or propelling face presents a sharp angular
edge to the water, which passing over the surface meets with the hollow or half
spoon, thus causeing a resistance tending to propel the Vessel onwards, while the
trailing face shows no resistance, and thus in reversing the engines the same power
is exactly obtained.
This portion of the invention further consists of a novel construction of Crank to
be used in large vessels (but this is optional) and which will hereafter be more
particularly described.
My improvement in the construction of ships built for my propellers, consist in
building them with a cascing ou either side of the main hull and open at either
end, with a few bars or grating so as to prevent the entrance of bodies of any
considerable size, and by which means the fans are protected from any accident.
These caseings are fixed to or built upon the side of the main hull, so as to
contain or enclose said propellers, and springs from the keel or bilge of the ship,
and is directly outside of the axel which carries the fans, and which may vary in
length (but this should be regulated by the power of the engines) and which can

page_text: be increased or diminished by the Engineer who must calculate what superficial
propelling surface he requires to meet the power of the Engines, always allowing
an equal number of fans before and abaft the bevel wheels or crank, and on
corresponding faces of the Octagan Shaft as will hereafter be seen, and at or just
above the water line (allowing the fans to be entirely under water)
joined to
the sponsons tapering towards the bow and stern from whence they spring; and
which may be carried the whole length of the vessel if required.
These sponsons are attached to beams passing through the vessel from side to
side for strength, and are decked level with the tween decks of the vessel if
possible, and the outer caseing which is under the sponsons is continued upwards
flush with the deck of the vessel and carries the bulwarks by which means a
considerable space for Cabins, or any other purpose is obtained, being if possible on
the same level with the other Cabins in the vessel, thus giveing a greater beam
to the ship, besides giveing such increased space without causeing her to be top-
heavy, as of course the deeper she is in the water the inore bearing she will have,
and will not have a much greater body in proportion to draw through the water,
or cause much resistance.
In large vessels it would not be necessary nor would I recommend the use of the
caseings which springs from the keel or bilge, but only to enclose the space from
the beams which carry the sponsons upwards to the gunwail.
The beams which support the axel on which the fans are fixed conieing through
the ship, might then only project so far as to support this axel, and the sponsons
would then be only on a level with the top of the fans, and covering them for
protection from outside, the same as paddle boxes at present, but in Ships of war
this should be carried down sufficiently to protect the fans, & &, but I would use
the caseing in all vessels which are likely to take the ground plying in shallow
water, for then the caseings would protect the fans from comeing into contact with
the ground, or raising up mud in a river, or injuring the banks of a Canal & &.
Below the Sponsons are the stays extending downwards to the main hull, and
thus protecting the ends of the caseings, so as to form the cage or grating above
mentioned (but this is optional) as also to act as strengthners to that part of the
sponsons before and abaft of where the propellers work.
This mode of propelling vessels may be attached to almost any sailing ship and
would become a strengthner to them, and the expense would be very little
independent of the machinery.
But in order that my invention may be more clearly understood reference will
now be made to my drawings hereto attached in which
Figure 1. shows a side elevation of a ship, constructed according thereto (but not
on a scale.)
Fig. 2. A bow or stern view partly in section.
Fig. 3. A plan viow also partly in section.
Fig. 4. An enlarged view of part of the propeller shaft, with two of my blades
or fans, and which can be made to carry any number, such blades or fans being
perforated allows a portion of the water to pass through thus relieving any back
water causeing a vacuum at the back of the propeller and allowing the fan a greater
hold of the water in rotating.
Fig. 5. An end view of the same. I prefer these blades or fans to be made of
wrought iron or wood with a slight sort of screw turn like the blades of a fan
such as is now in use, the spoons being of wrought iron, and attached to the
blades, so that in the event of a breakage they can be easily removed and replaced,
and also that it may have a sharpe edge in passing through the water, thereby
showing no resistance; to cacli blade is attached a wrought iron spindle secured
by screws to the blade, and which passes through the axel or shaft, so that
the Engineer can give any angle he approves of, and may alter the same at
any time.
Fig. 6. Is an outline view similar to fig. 2.-but in this case the motive power
takes the form of a beam engine instead of a horizontal engine as in fig. 2.

page_text: Fig. 7. Is a detail of the crank shaft which becomes the propeller shaft when
a beam engine is used, and is Octagan the same as shown in fig and this crank
shaft is supported at both ends and in the centre on the beams C³ C³ C³ in fig 3.-
the jaws of the crank C in fig 7. are made of the same shape as the fans, but have
no spoons on them, but being on an angle as seen in fig 7. they act as a propeller
the same as the fans, and thus give no resistance in rotating forwards or backwards,
but will act by themselves as propellers.
In fig 6.-E is the connecting rod to the beam E as seen in fig 6. and which
takes the motion direct from the Piston E without loss of power a second beam
being worked with sufficient power to pass the dead point.
In fig 1A. A. is the main hull of the ship.
propeller shaft at the thrust bearings C²
B. B. the propeller caseing-C. the
In fig 5.-D. the blades carrying the half spoons D¹.
In fig 2-A1 and A2 are the deck frames. I prefer that those should reach from
outside to outside across the main hull so as to form continuous deck above the
sponsons B' in fig 1.
In fig 1-B and B are iron stays or rods joining sponsons B¹ & B¹ to the
hull A A and caseing B. B. and for other purposes hereafter explained.
In fig 3. The propeller shaft C, which I prefer to be of Octagonal section revolves
in bearings C¹ & C¹ at either end, and thrust bearings C2 in centre as seen in fig 1.
all supported on beanis or girders C3 C3 C3 let in through the sides of the hull as
seen in fig 2.3 & 6.
In Fig 4, & 5. the blades or fans D. are attached to the said shaft C. by a
fang or spindle D² as in fig 5, passing quite through it and secured by nut D³.
At the extremity of each opposite face of this blade or fan, is half spoon .D¹,
which is fastened on to it, these blades or fans are slightly bent like the present
blades of the fans now in use; and are perforated as shown in fig 4. they are
secured to each succeeding flat of the Octagonal shaft C. in rotation (like steps of a
winding stair) and in such a number, and of such a size, and fixed at such an
angle, as may be best fitted for the class of vessel to which they are to be attached,
due regard being had to the required surface area of the propellers, and to the
power of the engines.
As by this means you can give any amount of propelling surface to suit the
engine and draught of water, as the number of fans can be increased to any
number utalizeing the entire power of the engine without increasing their diameter,
or adding to the breadth of the vessel.
In fig 3. E is an engine of which I prefer to have two, whose shafts E¹, abut
and have a slideing coupling E2 so that they may be worked as one engine, or as
two independent engines.
In vessels where the beam will allow it the Boiler should be placed between the
pistons, or as near us possible, so as to give greater stowage space, and less loss of
steam power. In this figure shaft E' projects through stuffing box E3, and drives
shaft by means of bevel gearing .E+.
In fig -, is one of the bean engines the other being in a corresponding
position on the other side of the vessel. E is the beam pivotted in bearings E
E is the outside connecting rod, same as in fig 7.
In fig 7. C is the outside crankshaft having its checks C at an angle same as
the blades or fans, so that they will act as extra propellers, and not offer any
resistance as they would if of ordinary construction.-C are the crank pins
carrying connecting rod Es as also seen in fig 6.
It is plainly to be seen that when the Engines are in motion the blades or
fans D. will be revolved and propel the vessel as if they were so many blades of a
screw propeller, the revolutions will be according to the number of strokes of the
engine which revolving the largo Cog-wheel will give the small one which is
fastened on to the Axel with the blades as many turns as the diameter of the one
may be to the other, thus the engine giving thirty (30) strokes a minute, will
impart to the small wheel (being only 1/4 of the diameter of the large one) being

page_text: connected to the propeller 120 revolutions a minute, but such a speed will seldom
be required, thus by this means the number of revolutions of the fans can be
regulated according to the number of strokes from the Engines, but Engineers should
use their own discretion as to the speed required; and as to the amount of pro-
pelling surface contained in the blades or fans, which must depend upon the power
of the engines, as also the respective sizes of the bevel-geer; but in working a
beam engine as in fig 6. the revolutions of the axel carrying the propellers must
be the same as the strokes from the Engine having the power direct, causeing very
little loss, therefore I recommend the beam engine for great power.
The deck just over the thrust bearings, and the centre of the axle, whether
using bevel wheels or beam should be made to open, so that at sea access could be
had to replace or repair any damage that might happen, and which can be replaced
when at sea without detention of the vessel but for a very short time as one of the
engines can be kept working during such repairs, the fans being fastened in their
respective positions by the nut D³ as seen in fig 5, as also being fastened to the
fang 2 by screw-bolts, can be quickly replaced, all other parts can be also
replaced or repaired there being no castings used.
By means of coupling E in fig 3. one engine may go ahead while the other goes
astern, and the vessel will then rotate almost as if she were upon a pivot, the
propellers being exactly placed in the centre of the vessel will give an equal rotary
power in bringing her round as on a pivot, and thus turn round in almost her own
length without the aid of the rudder which might have met with an accident at
sea, or by a shot if in a war vessel, which is a matter of great importance, as also
in navigateing a river, or bringing a vessel up to a wharf, or bringing her head to
windward during a storm, or in an engagement with another vessel, or if on a lee
shore.
By this method of construction I am able to obtain a greater speed with the
same given amount of steam power, than by any other propelling body, as I utalize
the entire power direct, without loss by friction of complicated machinery working
long shafts & & as at present, which if it breaks down at sea cannot well be
replaced, besides the occupying of such a large space in the vessel, besides which I
provide a vessel of safer construction, greater strength, and of a more convenient
form, giveing greater buoyancy by having such beam, and materially increasing the
tonage, and lessen the expense of building.
In applying this patent to a ship constructed for warfare it is evident that there
are many features in it which must strike the attention of those conversant with
naval warfare.
Should a vessel be placed before a tortification, the wind may cause her to swing
with her broadside exposed to such fortification, and exposing to their fire a large
object, whereas by means of this patent the ship can be kept in any position even
at anchor, and if with bows on or otherwise can in a few minutes bring her broad.
side to bear upon any object, and immediately change her position again, besides
her propellers being under water are guarded from shot or accident, and she can
without any rudder manoeuvre should the same be disabled, it also serves as a
double side to the vessel outside her Engine room, thus affording double protection
to that part of the vessel which is of the greatest consequence to protect from the
effects of shot. Another point to be considered in this patent is that any Paddle-
Steamer drawing 2 or 3 feet of water can be altered to carry this patent, without
any alteration to her internal machinery and if so alterd would at once prove
which gave most speed with the same engines and same consumption of fuel.
Having thus particularly described and ascertained the nature of my said
invention, and in what manner the same is to be used, 1 would have it under-
stood that what I believe to be new, and desire to secure by Letters Patent, is
First. The peculiar construction of the blades D having buckets or half spoons Di
on both faces, and either with or without the perforations, as also the Cranks C³
being constructed on a bevel with the blades, so as to cause no impediment in
moveing through the water, substantially as herein described and expressed.

page_text: Second. The combination and arrangement of any number of my propelling
blades, or any other propelling blades working on a horizontal shaft placed
longitudinally in chambers or caseings, or otherwise as before explained on either
side of the Vessel according to circumstances, or which may be used in any manner
from the stern or any other part of the ship, substantially as herein described and
explained.
Third. The construction of the Cranks C+ (see fig 7) with angular cheeks C being
the same as the blades or fans at each side, giving extra propelling power by showing
no resistance in passing through the water, substantially as herein described and
explained.
Dated at Stanthorne in the Colony of Queensland this Seventh day of October
EDWARD BEAUFORT CULLEN