Method and Apparatus for Facilitating the Propulsion of Vessels and other Floating or Submerged Bodies.
Year: 1899

page_text: Date of Application (in United Kingdom), 16th Sept., 1899
Complete Specification Left, 8th June, 1900-Accepted, 15th Sept., 1900
PROVISIONAL SPECIFICATION.
Method and Apparatus for Facilitating the Propulsion of Vessels and
other Floating or Submerged Bodies.
I, GUSTAVE QUANONNE, of Houdeng Goegnies, in the Kingdom of Belgium,
Engineer, do hereby declare the nature of this invention to be as follows:-
It is well known that the propulsion of vessels and other floating or sub-
merged bodies can be facilitated by the introduction of a layer of air between
the sides of the vessel and the surrounding water.
The arrangements which have heretofore been devised for this purpose, how-
ever, have not provided for obtaining a uniformly constant and regulated supply
of air; the incessant variation of the pressure of water due to the progression
and propulsion of the vessel, to the waves, the rolling, pitching, etc. on the
contrary, caused great variations in the quantity of air supplied by reason of
its extreme fluidity. A number of similar apertures pertaining to one com-
pressed air passage and placed at the same depth below the water line would
deliver widely different quantities of air at the same moment because
contrary to anticipation, it is not the laws of hydrostatics but the
morc complex laws of hydrodynamics, which govern the waters
surrounding a vessel in motion. Also the results prove to be negative
with the known arrangements. If the pressure of the air were uniform at all
elevations of the vessel, throughout its length and on the starboard as on the
port side then on the contrary, the counter pressure due to the column of water
would vary continually, and might even be nil at certain points, the supply
of air would be very irregular, and really, greatest at the places where it would
be least required.
This invention has for object to remedy these objection's and to obtain the
permanent, regular, and economic formation of a layer of air around the
bodies of ships and floating or submerged bodies notwithstanding the incessant
variations of pressure acting against the outlet of the air at the delivery aper-
tures thereof, the supply of air being effected according to a predetermined
law of the ship-builder or engineer.
My invention consists, for this purpose, in dividing the vessel throughout its
length and width into distinct sections to each of which rightly belongs a
series of volumetric compressers (piston-pumps or rotary pumps) followed by-
an annaratus for effecting a regular distribution through pipes having a num-
ГР.... 271

page_text: ber of branches combined or not according to requirement, with, regulating
discharge valves. According to the principal of my invention the supply of the
air is divided whilst the compressers are caused to work in unison through
being dependent upon a single transmission gear in order to maintain the uni-
formity of the quantity of air delivered.
Consequently the characteristic of my invention is the forcing into each
section, chosen on the submerged surface of the vessel, of a constant quantity
of air in a unit of time, but the pressure of which varies in proportion to the
pressure to be overcome at the various submerged points selected for the delivery
of the air. The quantity delivered will be limited, everywhere, to what is
strictly necessary with the object of economy of mechanical work. At no point
will it be found to be suspended for one moment; for a still stronger reason
the counter pressure will not overbalance the internal pressure and thereby
allow water to enter the distributers. In fact this accident would prolong the
period of suspension of delivery of the air, it being only possible to expel the
water slowly by the pressure of the gas through the outlet apertures which would
necessarily be of very small sectional area. What is still worse the latter
would be liable eventually to become stopped up by the impurities of the water.
I therefore divide the vessel throughout its length on its sides as well as
below the bottom flooring (double bottom) into given sections independent of
one another and each fed separately by a compressor of its own. Under such
conditions if we admit the differences of counter-pressures between two extreme
points of a section as being of the first order, the various points of each section
present only at a given moment and relatively to one another, differences of
counter pressure of the second order. Obviously, the more the sections are
increased the more these reciprocal differences will diminish in importance in
each of them. Finally, in order to cause in each zone thus formed a distri-
bution as equal and as constant as possible of the quantity of air supplied by
each compressor I subdivide each of the section's by a regular distributing
apparatus as hereinafter described.
What I have determined upon as regards the length I have also decided to
do as regards the width by furnishing the starboard and portsides respectively
with apparatus operated simultaneously by the same general transmission of
movement.
I also make the working of the compressors supplying the various depths or
various elevations of the vessel dependent upon this latter, and moreover sub-
divide and regularly distribute the discharge of the air in a vertical direction
by the employment of branched pipes and of valves.
As it is desirous that my novel arrangement shall only occupy a small space
in the vessels and not complicate the mechanical installations to too great an
extent, I first thought of forcing the air by means of apparatuses like Korting's
ejector or centrifugal compressers. They are capable, with a restricted volume,
of furnishing large quantities of air and they are now constructed to sustain
very high pressures; moreover they could be graduated. But I have found
that it is necessary to forego these advantages, of smallness of volume and of
simplicity and that it is necessary, on the contrary, to use piston or even rotary
pumps (of the Beale exhauster kind used in gas works or even constructed in
the same manner as rotary water pumps such as Fabry fan, the Lemielle fan,
etc., used in ventilating mines) operating by reduction of volume, invariably
compelled, besides to make the same number of revolutions per minute through
the connection that the same general transmission of movement maintains
between them. In pumps thus constructed in which the air is confined in a
chamber, the air of which is exhausted at each stroke the pressure can rise to
any extent and should be equal to any resistance, however great it may be.
If on the contrary the counter pressure decreases the period of compression
is shortened to the advantage of the forcing period which is prolonged at each
stroke of the piston.

page_text: If the work of a piston pump with regular action be observed when forcing
air it will be seen that at the dead point there is a moment of stoppage or sus-
pension of the blast. Moreover, if the resistance be increased there will be,
at each stroke of the piston a prolonged period of compression which precedes
the forcing to the detriment of the duration of the latter. It is therefore neces-
sary, in order to obtain a uniformly constant and moderated layer of air to employ
in each section 2, 3 or more pumps some of which are at the forcing period
while the others are at the compressing period in order that there may not be
at any moment an interruption in the continuity of the layer of air enveloping
the body of the vessel.
The speed of the piston should be such that the curve of compression rises
more quickly, under any circumstance, than the curve of the counter pressure
can rise.
In order that the resistance should be always dominated by the power, the
piston strokes should succeed each other at short and regular intervals so that
the sudden variations of resistance shall be always overcome by the still more rapid
variations of the power.
In order that the duration of the piston stroke shall be short it is only neces-
sary that the piston should have a short stroke, that is to say, that the cylinder
shall be short while the driving crank has a rapid rotary movement.
In order that the movement of the pistons shall be regular it is necessary
that they should be firmly united in large groups or all together. Otherwise
each piston will slow down when the resistance increases and there would be an
insufficiency or even a suspension of the air blown in, all the work of the
piston being devoted to the compression. On the other hand, on the decrease
of the resistance there will be a corresponding precipitated movement of the
piston and a superabundant expenditure of air absorbing useless mechanical
work. In either case my object as herein before defined would not be attained.
On the contrary the uniting of the pumps, some of which may be too strong
and others not sufficiently so will cause a regimen of uniform movement
which will be so much the more regular as the compressers of a larger
number of sections are united together.
The result of this consideration is that satisfaction cannot be attained by the
employment of compressers each actuated directly by its motor without having
recourse to a connection by general transmission for establishing a regimen of
uniform movement, such for example, as that already mentioned obtained by
firmly uniting all the pumps to a single driving shaft.
Theoretically, it would be necessary therefore, to provide cach outlet point
for the air with a set of compressers, the law of hydrostatic pressures not being
applicable, as already explained, and it would therefore be necessary to provide
the vessel with thousands of compressers. This being impracticable I unite
the outlet apertures for the air into groups so that they may be fed by a
reasonable number of compressers each of the latter operating upon the different
points of the corresponding group through the medium of a branched system
of channels in combination with a set of valves according to requirements.
The object of the branched channels of decreasing sectional area is to prevent
the air from entirely passing in the direction in which any sudden depression
is experienced. In fact the delivery is the direct function of the section, for
it only varies with the square root of the differences of pressure. The ramifi-
cation, by blocking the passages, will arrest the excessive flow of the air_to
any point of a section of the distributers fed by the same compresser to the
detriment of the remainder of this section of distributers.
It will be understood that owing to the division and to the splitting up herein-
before mentioned a very regular distribution of the air can be caused whatever
may the extent of the variation of the exterior counter-pressure at different
points of the surface of the sides of the vessel.
It would be necessary to carry the subdivision much further and to sacrifice

page_text: an appreciable quantity of the motive power to arrive at the final result, that
is to say, the discharge of the same quantity of air by each of the distributers,
notwithstanding the differences of counter pressure at the outlet.
This excessive expenditure of motive power will be spared by the interposi-
tion in the successive branches of the branched pipes or channels of ball valves,
or clack valves, which act through the effect of the flow of the current of air
for moderating it under such conditions. whatever may be the absolute values
of the backward and forward pressures. These valves reduce the passage by
leaving their seats at the side on which the current to be moderated is flowing.
Small projections or ribs are arranged so that the valves may not completely
close the passage when the flow is suddenly accelerated. It is the same in the
opposite direction in order that when falling on to the side of its seat the valve
shall not close hermetically but, on the contrary, leave the largest sections
free at this moment.
The branched pipes and the regulating valves can serve not only for ren-
dering the formation of the layer of air uniform from one point to another,
at the same moment, but also from one moment to another. In fact if the
compresser of each section be not divided, as herein before explained, there will
be a suspension of the blast near the dead points of the crank driving the
piston whilst at another period there will be a flow of a superabundant quantity
of air. Bearing in mind these facts the resistance of the branched pipes and
of the valves can be combined so as to discharge the excess of air, driven along
by the compresser, into a lateral reservoir, the said air coming back towards
the pipes when the delivery valve of the compresser again closes. The passage
communicating with the said reservoir will be restricted so as not to interfere
with the action of the piston which ought always to be capable of overcoming
any suddenly increased resistances. The said passage however, can be provided
with a valve offering only a small sectional area in one direction and on the
other hand presenting a large sectional area in the opposite direction. This
would allow the prompt return of the air in the reservoir during the short
space of time that the crank is passing the dead point.
The following describes an example of carrying out my invention:-
I divide the vessel throughout its length and height into given sections inde-
pendent of one another. These sections are each fed separately by a special
compresser or by a group of compressers coupled together. These compressers
are arranged on each side of the axis of the vessel and actuated by the propelling
engine or by a suitable motor. Their pistons are connected to a common trans-
mission shaft by means of cranks keyed at different angles as herein before ex-
plained. Each compresser or each group of compressers furnishes the compressed air
necessary for feeding one section of the vessel and the distribution in each of the
said sections is effected through the medium of pipes branched or subdivided and
conducting the air to the distributers properly so called which are placed along
the sides of vessel and consist for example of T shaped tubes made with round
or other suitably shaped holes. Several lines of similar distributers can obviously
be arranged in step fashion on each side of the keel of the vessel experience will
point out the form and the drawing of these lines according to the form and the
speed of the vessel.
Instead of simple pipes branched or subdivided, I can employ other forms.
I interpose as a means of division, between the main pipe and the distributers,
light balls for regulating the flow placed in suitable cases, these balls
being adapted to be lifted as already stated under the action of the vis viva
of the air under pressure when a sudden depression is produced in the
distributers. The lifting of the ball bringing it into the part of the case through
which the air is flowing causes a diminution of sectional area of the said casing
and consequently a reduction of the speed of flow. The same arrangement can
be employed by making use of relatively heavy metal balls under such conditions
as to provide an inclined trajectory for the said balls.

page_text: Instead of the spherical valves any other suitable form may be employed.
Whatever the kind of valve employed it can be inspected through a lateral sight
hole.
Another means of regulating slight variations, which might still be produced
in spite of the breaking up, or dividing caused by the distributing pipes, can
as herein before explained consist in the employment in combination with each
air compresser, of an air reservoir acting as a regulator for momentarily com-
pensating any accidental differences in the supply to the distributers.
Until now I have not assigned any particular arrangement to the distributers
they may consist of simple T shaped pieces as before mentioned and adapted to
be easily detached from the exterior of the vessel and provided with holes
of round or other form. The cleaning or replacing of these distributors can be
easily effected by simply unscrewing them after having closed a cock placed at
the end of each pipe.
These distributors may, however, be of a form more appropriate to the purpose
for which they are to be used and of a nature especially for high rates of speed,
to assist the work of the air compressers necessary for obtaining a given result,
and even to render them superfluous in the case of extra high speeds, towards
which maritime transportation is tending. Such, for example may have the
outlet holes consist of small passages arranged in a direction opposite to that
of the travel of the vessel and projecting in order to form a furrow in the water.
Or these passages may surround cones and be formed for that purpose. It will
be easily understood that, owing to these arrangements, the water circulating
along the walls of the vessel can exert a certain suction upon the openings; this
suction will be particularly pronounced in certain forms in which the cones
extending into the centre of the openings really act as aspirators. Naturally it
will be convenient to allow a certain space between two consecutive holes or to
arrange them alternately, in two or three rows, in order to prevent the working
of one of the aspirators from reversing the working of that immediately adjacent
A wire, a rib or other accessory will protect them from becoming choked with
the matters in suspension in the water.
The pipes can be let into the walls or can have their discharge openings
juxtaposed in these walls in such a manner as to better ensure the introduction
of the air between the body of the ship and the water. The pipes can also be
let in to the upright or vertical parts: they are concealed for example by means
of sheet metal, in order to prevent the said pipes from causing eddies liable
to impede the progress of the vessel.
The form of the body of the vessel can obviously be modified in such a
manner that it shall offer no opposition to the free formation of the layer of air.
Dated this 16th day of September 1899.
HERBERT HADDAN & Co.,
Agents to Applicant.
Method and Apparatus for Facilitating the Propulsion of Vessels and
other Floating or Submerged Bodies.
I, GUSTAVE QUANONNE, of Houdeng Goegnies, in the Kingdom of Belgium,
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:-
It is well known that the propulsion of vessels and other floating or sub-
merged bodies can be facilitated by the introduction of a layer of air between-
the sides of the vessel and the surrounding water.

page_text: com-
The arrangements which have heretofore been devised for this purpose, how-
ever, have not provided for obtaining a uniformly constant and regulated supply
of air; the incessant variation of the pressure of water due to the progression
and propulsion of the vessel, to the waves, the rolling, pitching etc. on the
contrary caused great variations in the quantity of air supplied by reason of
its extreme fluidity. A number of similar apertures pertaining to one
pressed air passage and placed at the same depth below the water line would
deliver widely different quantities of air at the same moment, because
contrary to anticipation it is not the laws of hydrostatics but the
more complex laws of hydrodynamics which govern the waters
surrounding a vessel in motion. Also the results prove to be negative
with the known arrangements. If the pressure of the air were uniform at all
elevations of the vessel throughout its length and on the starboard as on the
portside then on the contrary, the counter pressure due to the column of water
would vary continually and might even be nil at certain points, the supply
of air would be very irregular, and really greatest at the places where it would
be least required.
This invention has for object to remedy these objection's and to obtain the
permanent regular and economic formation of a layer of air around the
bodies of ships and floating or submerged bodies notwithstanding the incessant
variations of pressure acting against the outlet of the air at the delivery aper-
tures thereof, the supply of air being effected according to a predetermined
law of the ship builder or engineer.
My invention consists for this purpose in dividing the vessel throughout its
length and width into distinct sections to each of which rightly belongs a
series of volumetric compressors (piston pumps or rotary pumps) followed by
an apparatus for effecting a regular distribution through pipes having a num-
ber of branches combined or not according to requirement, with regulating
discharge valves. According to the principal of my invention the supply of the
air is divided whilst the compressors are caused to work in unison through
being dependent upon a single transmission gear in order to maintain the uni-
formity of the quantity of air delivered.
Consequently the characteristic of my invention is the forcing into each
section. chosen on the submerged surface of the vessel, of a constant quantity
of air in a unit of time, but the pressure of which varies in proportion to the
pressure to be overcome at the various submerged points selected for the delivery
of the air. The quantity delivered will be limited everywhere to what is
strictly necessary with the object of economy of mechanical work. At no point
will it be found to be suspended for one moment; for a still stronger reason
the counter pressure will not overbalance the internal pressure and thereby
allow water to enter the distributors. In fact this accident would prolong the
period of suspension of delivery of the air, it being only possible to expel the
water slowly by the pressure of the gas through the outlet apertures which would
necessarily be of very small sectional area. What is still worse the latter
would be liable eventually to become stopped up by the impurities of the water.
I therefore divide. the vessel throughout its length on its sides as well as
below the bottom flooring (double bottom) into given sections independent of
one another and each fed separately by a compressor of its own. Under such
conditions if we admit the differences of counter-pressures between two extremo
points of a section as being of the first order, the various points of each section
present only at a given moment and relatively to one another. differences of
counter pressure of the second order. Obviously, the more the sections are
increased the more these reciprocal differences will diminish in importance in
each of them. Finally in order to cause in each zone thus formed a distri-
bution as equal and as constant as possible of the quantity of air supplied by
each compressor I subdivide each of the section's by a regular distribufing
apparatus as hereinafter described.

page_text: What I have determined upon as regards the length I have also decided to
do as regards the width by furnishing the starboard and port sides respectively
with apparatus operated simultaneously by the same general transmission of
movement.
I also make the working of the compressors supplying the various depths or
various elevations of the vessel dependent on this latter, and moreover sub-
divide and regularly distribute the discharge of the air in a vertical direction
by the employment of branched pipes and of valves.
As it is desirous that my novel arrangement shall only occupy a small space
m the vessels and not complicate the mechanical installations to too great an
extent I first thought of forcing the air by means of apparatus like korting's
ejector or centrifugal compressors. They are capable with a restricted volume
of furnishing large quantities of air and they are now constructed to sustain
very high pressures; moreover they could be graduated. But I have found
that it is necessary to forego these advantages of smallness of volume and of
simplicity and that it is necessary on the contrary to use pistons or even rotary
pumps (of the Beale exhauster kind used in gas works or even constructed in
the same manner as rotary water pumps such as Fabry fan, the Lemielle fan,
etc. used in ventilating mines) operating by reduction of volume, invariably
compelled besides to make the same number of revolutions per minute through
the connection that the same general transmission of movement maintains
between them. In pumps thus constructed in which the air is confined in a
chamber, the air of which is exhausted at each stroke the pressure can rise to
any extent and should be equal to any resistance however great it may be.
If on the contrary the counter pressure decreases the period of compression
is shortened to the advantage of the forcing period which is prolonged at each
stroke of the piston.
If the work of a piston pump with regular action be observed when forcing
air it will be seen that at the dead point there is a moment of stoppage or sus-
pension of the blast. Moreover, if the resistance be increased there will be,
at each stroke of the piston a prolonged period of compression which precedes
the forcing to the detriment of the duration of the latter. It is therefore neces-
sary in order to obtain a uniformly constant and moderated layer of air to employ
in each section 2, 3 or more pumps some of which are at the forcing period
while the others are at the compressing period in order that there may not be
at any moment an interruption in the continuity of the layer of air enveloping
the body of the vessel.
The speed of the piston should be such that the curve of compression rises
more quickly under any circumstance than the curve of the counter pressure
can rise.
In order that the resistance should be always dominated by the power the
piston strokes should succeed each other at short and regular intervals so that
the sudden variations of resistance shall be always overcome by the still more rapid
variations of the power.
In order that the duration of the piston stroke should be short it is only neces-
sary that the piston should have a short stroke, that is to say, that the cylinder
shall be short while the driving crank has a rapid rotary movement.
In order that the movement of the pistons shall be regular it is necessary
that they should be firmly united in large groups or all together. Otherwise
each piston will slow down when the resistance increases and there would be an
insufficiency or even a suspension of the air blown in, all the work of the
piston being devoted to the compression. On the other hand, on the decrease
of the resistance there will be a corresponding precipitated movement of the
piston and a superabundant expenditure of air absorbing useless mechanical
work. In either case my object as hereinbefore defined would not be attained.
On the contrary the uniting of the pumps some of which may be too strong
and others not sufficiently so will cause a regimen of uniform movement

page_text: which will be so much the more regular as the compressors of a larger
number of sections are united together.
The result of this consideration is that satisfaction cannot be attained by the
employment of compressors each actuated directly by its motor without having
recourse to a connection by general transmission for establishing a regimen of
uniform movement, such for example as that already mentioned obtained by
firmly uniting all the pumps to a single driving shaft.
Theoretically, it would be necessary therefore, to provide each outlet point
for the air with a set of compressers, the law of hydrostatic pressures not being
applicable, as already explained, and it would therefore be necessary to provide
the vessels with thousands of compressers. This being impracticable I unite
the outlet apertures for the air into groups so that they may be fed by a
reasonable number of compressors each of the latter operating upon the different
points of the corresponding group through the medium of a branched system
of channels in combination with a set of valves according to requirements.
The object of the branched channels of decreasing sectional area is to prevent
the air from entirely passing in the direction in which any sudden depression
is experienced. In fact the delivery is the direct function of the section, for
it only varies with the square root of the differences of pressure. The ramifica-
tion, by blocking the passages, by blocking the passages arrests the excessive
flow of the air to any point of a section of the distributors fed by the same
compressor to the detriment of the remainder of this section of distributors.
It will be understood that owing to the division and to the splitting up herein-
before mentioned a very regular distribution of the air can be caused whatever
may the extent of the variation of the exterior counter-pressure at different
points of the surface of the sides of the vessel.
It would be necessary to carry the subdivision much further and to sacrifice
an appreciable quantity of the motive power to arrive at the final result, that
is to say, the discharge of the same quantity of air by each of the distributors,
notwithstanding the differences of counter pressure at the outlet.
This excessive expenditure of motive power will be spared by the interposi-
tion in the successive branches of the branch pipes or channels of ball valves
or clack valves, which act through the effect of the flow of the current of air
for moderating it under such conditions whatever may be the absolute values
of the backward and forward pressures. These valves reduce the passage by
leaving their seats at the side on which the current to be moderated is flowing.
Small projections or ribs are arranged so that the valves may not completely
close the passage when the flow is suddenly accelerated. It is the same in the
opposite direction in order that when falling on to the side of its seat the valve
shall not close hermetically but, on the contrary, leave the largest sections
free at this moment..
The branched pipes and the regulating valves can serve not only for ren-
dering the formation of the layer of air uniform from one point to another,
at the same moment but also from one moment to another. In fact if the
compressor of each section be not divided as hereinbefore explained there will
be a suspension of the blast near the dead points of the crank driving the
piston whilst at another period there will be a flow of a superabundant quantity
of air. Bearing in mind these facts the resistance of the branched pipes and
of the valves can be combined so as to discharge the excess of air driven along
by the compresser into a lateral reservoir, the said air coming back towards
the pipes when the delivery valve of the compresser again closes. The passage
communicating with the said reservoir will be restricted so as not to interfere
with the action of the piston which ought always to be capable of overcoming
any suddenly increased resistances. The said passage however, can be provided
with a valve offering only a small sectional area in one direction and on the
other hand presenting a large sectional area in the opposite direction. This
would allow the prompt return of the air in the reservoir during the short
space of time that the crank is passing the dead point.

page_text: The accompanying drawings illustrate an example of one method of carrying
out my invention.
Fig. 1 shows a vessel floating in the water and will facilitate the explanation
of my invention.
Fig. 2 shows in side elevation a vessel constructed according to my invention.
Fig. 3 is an end elevation of the said vessel.
Fig. 4 is a front elevation showing the arrangement of two compressors coupled
together and actuated by the same transmission gear.
Fig. 5 is a side elevation of the said compressors.
Fig. 6 is a sectional view of an air distributor.
Fig. shows the arrangement of pipes for feeding the distributors represented
in Fig. 6.
Fig. 8 shows another modification of the said arrangement completed by the
addition of regulating valves.
Fig. 9 shows one of the regulating valves separately in vertical section.
Fig. 10 is a similar section of the same kind of valve arranged obliquely.
Figs. 11 and 11ª are vertical sections of two other forms of the said valves.
Fig. 12 is a diagrammatic view illustrating the arrangement of the whole of
the distributing pipes combined with the valves and distributing apertures in
the interior of the hull of a vessel.
Figs. 13, 14 and 15 are respectively a plan, a longitudinal section and a trans-
verse section illustrating a modification of the distributer represented in Fig. 6.
Figs. 16, 17, and 18 are corresponding views of another modification of the
said distributor.
Figs. 19, 20, & 21 are respectively a plan, a longitudinal section and a trans-
verse section of a third modification of the said distributor.
Figure 22 is a sectional view drawn to a larger scale of a structural detail of
the distributor represented in Figs. 19, 20 and 21.
Figs. 23, 24, 25 and 26 show different arrangements of mouths for the dis-
charge of the air and the combination of the said mouths with the sides of the
vessel.
Figs. 27, 28 and 29 are diagrammatic views illustrating different modifications
in the form of the hulls of vessels proposed with the object of facilitating the
application of my invention.
As shown in Fig. 1 I divide the vessel N throughout its length and height into
given sections Sindependent of one another. These sections are each fed
separately by a special compressor C (Fig. 2) or by a group of compressors C
coupled together (Figs. 4 and 5). These compressors C are arranged on each
side of the axis of the vessel N and actuated by the propelling engine or by a
suitable motor. Their pistons are as shown in Figs. 4 and 5 connected to a
common transmission shaft a by means of cranks keyed at different angles.
Each compressor C (Fig. 2) or each group of compressors C (Figs. 4 and 5)
furnishes the compressed air necessary for feeding one section S of the vessel N,
and the distribution in each of the said sections is effected through the medium
of pipes 6 (Figs. 2 and 7) branched or subdivided and conducting the air to the
distributors properly so called which are placed along the sides of the vessel and
consist for example of T shaped tubes t, (Fig. 6) made with round or other
suitably shaped holes o. Several lines of similar distributors can obviously
be arranged in step fashion on each side of the keel of the vessel (Fig. 3)
experience will point out the form and the drawing of these lines according
to the form and the speed of the vessel.
b
Instead of simple pipes branched or sub-divided as represented in Fig. 7 I
can employ one of the forms represented in Figs. 9, 10 11 and 12 of the accom-
panying drawings. I interpose as a means of division, between the main pipe
and the distributors, light balls for regulating the flow (Figs. 9 and 10) placed
in suitable cases R, these balls being adapted to be lifted as already stafed
under the action of the vis viva of the air under pressure when a sudden depres-

page_text: sion is produced in the distributors. The lifting of the ball V bringing it into
the part of the case through which the air is flowing causes a diminution of
sectional area of the said casing and consequently a reduction of the speed of flow.
The same arrangement can be employed by making use of relatively heavy metal
balls under such conditions as to provide an inclined trajectory for the said balls,
as shown in Fig. 10. In this case the arrangement of the pipes instead of
being vertical as in the case of Figures 9 and 10 will necessarily be oblique and
inclined as shown in Fig. 12.
Instead of spherical valves any other suitable form may be employed such
as those represented separately in Figs. 11 and 11ª for example. Whatever the
kind of valve employed it can be inspected through a lateral sight hole R¹ (Figs. 9
and 10).
Another means of regulating slight variations, which might still be produced
in spite of the breaking up or dividing caused by the distributing pipes
can as herein before explained consist in the employment in combination with
each air compressor C, of an air reservoir ]) such as represented in Fig. 2 acting
as a regulator for momentarily compensating any accidental differences in the
supply of the distributors t.
Until now I have not assigned any particular arrangement to the distributors t;
they may consist of simple T-shaped pieces adapted to be easily detached from
the exterior of the vessel and provided with holes of round or other form (see
Fig. 6). The cleaning or replacing of these distributors can be easily effected
by simply unscrewing them after having closed a cock k placed at the end of each
pipe 6.
These distributors may however, be of a form more appropriate to the purpose
for which they are to be used and of a nature especially for high rates, to assist
the work of the air compressors necessary for obtaining a given result and even
to render them superfluous in the case of extra high speeds towards which mari-
time transportation is tending. Such for example the forms represented
separately in Figures 13, 14, 15, 16, 17, 18, 19, 20, 21; 22. In the forms repre-
sented in Figs. 13, 14, 15, 16, 17 and 18 the holes o consist of small passages
arranged in a direction opposite to that of the travel of the vessel and projecting
in order to form a furrow in the water. In the form represented in Figs. 19 20
21 and 22 these passages surround cones o¹. It will be easily understood that,
owing to these arrangements, the water circulating along the walls of the vessel
can exert a certain suction upon the openings o; this suction will be particularly
pronounced in the case of Figs. 19, 20, 21 and 22 in which the cones o extending
into the centre of the openings o really act as aspirators. Naturally it will be
convenient to allow a certain space between two consecutive holes o or to arrange
them alternately in two or three rows, in order to prevent the working of one of
the aspirators from reversing the working of that immediately adjacent. A
wire (see Fig. 22) a rib or other accessory will protect them from becoming
choked with the matters in suspension in the water.
The pipes can be let into the walls of the vessel as shown in Fig. 23 or can
have their discharge openings juxtaposed in these walls as shown in Fig. 24
or tangential to the walls as shown in Fig. 25 in such a manner as to better
ensure the introduction of the air between the body of the ship and the water.
The pipes can also be let into the upright or vertical parts, they are concealed
for example by means of sheet metal as shown in Fig. 26 in order to prevent the
said pipes from causing eddies liable to impede the progress of the vessel.
The form of the body of the vessel can obviously be modified in such a
manner that it shall offer no opposition to the free formation of the layer of air.
Figures 27 and 29 show in dotted lines forms which will be particularly
advantageous; as shown the said forms are raised fore and aft of the keel of the
vessel (Fig. 27) the inclinations of the outlines being thus more accentuated.
The forms at present in use are shown in full lines.
Figs. 28 in the same way show comparatively the present form of section
г.

page_text: of mid-ship beam (drawn in full lines) and the form proposed (drawn in dotted
lines).
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed I declare that what
I claim is
1. In the process consisting in introducing a layer of air between the body
of a vessel and the surrounding water the improvement consisting in dividing
the vessel on its sides as well as below the bottom flooring (double bottom)
throughout its length and width into sections, in feeding each of the said
sections by a series of special compressors and in combining with the said com-
pressors means for regulating the flow towards each selected section on the
submerged surface of the vessel of a constant quantity of air in a unit of time
but the pressure of which varies with the counter-pressures to be overcome at
the various submerged points, substantially as described and for the purpose set
forth.
2. The combination with a vessel and with its body of compressors operating
by reduction of volume of branched pipes having decreasing sectional areas into
which the said compressors force air, means for regulating small variations of
pressure in these pipes and distributors connected to the said pipes and distribut-
ing the compressed air over different sections of the body independently of one
another substantially as described and for the purpose set forth.
3. The combination with a vessel and with its body of compressors operating
by reduction of volume, a single transmission gear having a uniform regimen
of movement actuating the said compressors, branched pipes having decreasing
sectional areas into which the said compressors force air, means for regulating
small variations of pressure in the said pipes and distributors connected to the
said pipes and distributing compressed air over different sections of the body in-
dependent of one another substantially as described and for the purpose set forth.
4. The combination with a vessel and with its body of compressors operating
by reduction of volume, a single transmission gear actuating the said
compressors, cranks keyed at different angles connecting the said
pressors to the said single transmission gear, branched pipes having decreasing
sectional areas into which the said compressors force air, means for regulating
small variations of pressure in the said pipes, and distributors connected to the
said pipes and distributing the compressed air over different sections of the body
independent of one another substantially as described and for the purpose set
forth.
com-
5.The combination with a vessel and with its body of compressors operating
by reduction of volume, a single transmission gear actuating the said compressors
cranks keyed at different angles connecting the said compressors to the said
single transmission gear, a regulating reservoir for the continuity of the air
current, branch pipes having decreasing sectional areas into which the said
compressors and the said reservoir force air, means for regulating small variations
of pressure in these pipes and distributors connected to the said pipes and dis-
tributing the compressed air over different sections of the body independent of
one another, substantially as herein before described and for the purpose set
forth.
6. The combination with a vessel and with its body of compressors operating
by reduction of volume, a single transmission gear actuating the said compressors,
cranks keyed at different angles and connecting the said compressors to the
said single transmission gear, a regulating reservoir for the continuity of the
air current, branched pipes having decreasing sectional areas into which the
said compressors and the said reservoir force air, pockets forming reservoirs inter-
posed in the said pipes ball valves interposed in the said pipes and acting
through the effect of the vis viva of the air current to moderate the latter and
distributors connected to the said pipes and distributing the compressed air

page_text: over different sections of the body independent of one another, substantially as
described.
7. The combination with the vessel and with its body of compressors operating
by reduction of volume, a single transmission gear actuating the said compressors
cranks keyed at different angles and connecting the said compressors to the
said single transmitting gear, a regulating reservoir for the continuity of the
air current, branched pipes having decreasing sectional areas into which the
said compressors and the said reservoir force air pockets forming reservoirs
interposed in the said pipes, ball valves interposed in the said pipes and acting
through the effect of the vis-viva of the air current to moderate the latter, dis-
tributors connected with the said pipes and distributing the compressed air over
different sections of the body independent of one another and means for conceal-
ing the said distributors in the sides of the vessel.
Dated this 8th day of June 1900.
HERBERT HADDAN & Co.,
Agents to Applicant.
18, Buckingham' 'Street: "Strand, W.C.