IMPROVEMENTS IN PROPELLING AND STEERING VESSELS, AND IN THE STEAM ENGINE APPLIED TO THESE PURPOSES
Year: 1854

page_text: LETTERS PATENT to Henry Lund, of the Temple, Esquire, for the Inven-
tion of "IMPROVEMENTS IN PROPELLING AND STEERING VESSELS, AND IN THE
STEAM ENGINE APPLIED TO THESE PURPOSES."
Sealed the 20th February 1855, and dated the 7th September 1854.
>
PROVISIONAL SPECIFICATION left by the said Henry Lund at the Office
of the Commissioners of Patents, with his Petition, on the 7th September
1854.
I, HENRY LUND, of the Temple, Esquire, do hereby declare the nature of
the said Invention for "IMPROVEMENTS IN PROPELLING AND STEERING VESSELS,
AND IN THE STEAM ENGINE APPLIED TO THESE PURPOSES," to be as follows:-
Whereas by Letters Patent granted to me under the Great Seal, and
bearing date the 30th day of April 1851, I am entitled to the sole use,
exercise, and sale, within England and the Colonies, of an improved method
of propelling vessels, which consists in the employment of rowing propellers'
fixed in pairs below the water line, and so actuated that when one oar of each
pair is going back active and propelling the vessel, the other is coming forward
feathered and ready to take its place: And whereas in the said Letters Patent'
I do not claim or confine myself to any particular method of working or
feathering the said propellers, or to any particular position for them in 'the'
hull of the vessel, or to any precise number for any particular vessel, or to the'

page_text: use of both or either of the descriptions therein described; but what I claim
therein as my Invention "is, the employment in the propelling of vessels of
rowing propellers, which move through the part of a circle at each impulse
given them, and are rendered active and passive as before described and
exemplified: "And whereas since the date of the said Letters Patent I have
been engaged in perfecting by study and experiments several methods of
working and feathering the said propellers, and in assigning their number
and their position in the hull of the vessel; and I have especially directed my
attention to the employment of the said propellers in steering and other-
wise controlling the vessel and to adapting the steam engine to these purposes,
the nature of which several improvements may in substance be indicated
as follows:
"
I thus propose to obtain the alternating motion of these propellers in both
descriptions herein-before mentioned.
Firstly, I insert the staff of an oar in a shaft at right angles to its axis, and
upon which the
par is moved backwards and forwards; I then connect this
shaft with another (similarly provided with an oar) by a link attached to two
cranks upon opposite sides of these shafts, so that when one shaft along with
its oar is moved in one direction, the other shaft with its oar will take an
opposite course.
Secondly, the same result may be obtained by inserting the staff's of the two
oars in a hollow circular boss (projecting from the vessel) in the direction of
its diameter. When this boss is moved through the portion of a circle; the
two oars, being radii of the same diameter, will of course move in opposite
directions..
The oars are feathered by sliding a ring on these shafts, or on a shaft in the
centre of the boss upon which the oars turn, and to which rings the ends of
the staff's of the propellers are attached by a short crank and link.
below the water line, I propose
the case of the first description
shaped metal crescent, which
As these propellers are placed near to or
that the apertures through which they pass (in
of propellers) should be kept water-tight by a
turns or moves in a corresponding metal seat in the side of the vessel. This
crescent slides easily on the staff of the oar, and is kept water-tight thereon
by a stuffing box. Sufficient contact is maintained between the crescent and
its seat by a spring and set screws at its back, without causing any needless
friction.
I intend to mount a rudder within the vessel behind the stern post, and
to keep the point or points of attachment water-tight such a V shaped
have just described. I also intend, under certain.
crescent and seat as

page_text: circumstances, to use two rudders simultaneously, one at the stern and the
other at the head.
As my improvements will greatly facilitate the use of steam expansively, I
propose to provide the same cylinder with two separate valve chests or cases;
one to contain valves worked by links or other ordinary valve gear, and the
other provided with valves worked by cams or other ordinary means of cutting
off the steam at some definite portion of the stroke of the piston. Either
method can be changed for the other, or both used together by suitable
gearing.
I further intend to strain or filter, either mechanically or chemically, the
water required for the use of the steam engine, whether for the boiler supply
or for injection water, before it is used for these purposes, which I apprehend
will be of great utility, especially in muddy canals and rivers. It will be
evident, on consideration, that there are two distinct motions or effects required
to work these propellers, an alternating motion to work the steam or cylinder
valves, and the cams or other means employed to feather the oars.
I propose to take the first motion direct from the piston rod, and the second
motion from a shaft receiving a continuous circular motion from the cross head
of the piston rod, assisted, where only one cylinder is used, by a fly wheel; but
where two or more cylinders are employed, the dead points can be got over
in the ordinary manner by setting two cranks on this shaft at right angles to
each other, which arrangement will also have the advantage of causing the two
or more sets of propellers driven by each piston rod to act supplementarily ;
or, in other words, when one set is at the end of its stroke in the act of
feathering, the other will be in the middle of its course, and in full effect, and
vice versa.
I propose to fix these cylinders horizontally or vertically to the direction of
the keel, either in or towards the centre of the vessel, or at or towards the sides;
and in some cases I propose to use four cylinders in pairs, either in the centre
or at the sides of the vessel.
By far the most important feature of my "improvements in propelling and
in steering vessels, and in the steam engine applied to these purposes," consists
in the facility with which these propellers may be handled by simply feather-
This process
ing them or turning them one-fourth of a circle on their axes.
resolves itself into shifting or sliding, and in the interim securing the ring to
which the staff of the oar is attached, as described above. By means of this
arrangement all the oars may be simultaneously feathered or rendered in-
effective without stopping the engine,' or only a portion of them on either side
of the vessel may be so treated; or, again, their effect on either side or both

page_text: sides of the vessel may be reversed, and any of these modifications may be
accomplished with equal case at any moment or portion of the stroke. These
facilities also dispense, where it may be found desirable, with the necessity of
making the engine to reverse, as like results may be obtained by simultaneously
reversing the propellers on both sides of the vessel; for then those oars which
were going forward feathered, for instance, will become active, and those going
backward active will become feathered, and their united effect will be reversed.
Not only, therefore, can the amount of power consumed be regulated by these
means, but its effect can be adjusted to the required or true course of the
vessel in spite of winds and currents, and the vessel either partially or entirely
steered thereby. And I propose, by suitable links or connections, and by suffi-
cient indications of the steam pressure and the amount used, to provide that
this control may be employed as well on the deck of the ship as in the engine
room, and either with or without the aid of the ordinary means of steering.
The sliding of the rings which feather the propellers may be obtained in
several ways, but the best and most simple and effective appears to me to be
the use of one or more small cylinders acting in pairs, where there is more than
one, and placed close to the larger cylinder used for driving the propellers.
The valves of these small cylinders should be regulated by a cam or cams on
the shaft which has the continuous motion above described, and the steam
should take effect on opposite sides of the two pistons of each pair, and quickly
at or towards the end of each stroke, and then keep the entry port open till
the end of the next stroke, so as to hold the oar firmly during that period in a
feathered or active condition, as the case may be. These cylinders may be
supplied with steam either from the main cylinder or cylinders after its use
there, or direct from the boiler with or without a separate steam pipe, and
may exhaust into the condenser or up the chimney. The same objects may
be accomplished by forcing air into these cylinders, and thence allowing it to
escape into the fire grate or up the chimney, or by using the ordinary vacuum
of the condenser, or a vacuum formed especially for this purpose. Again, the
same objects may be attained direct from a cam or cams on the shaft, having
a continuous motion and a shifting weight pressing with sufficient force against
the cam to overcome any resistance to feathering the propellers.
When the method of small cylinders is adopted, and it is desired to feather
some or all of the propellers, the steam can be admitted simultaneously on like
sides, instead of on opposite sides of each piston, in each pair of cylinders, and
the oars of that pair will both be feathered; if the cams be used, it must be
arranged that when one ring or slide of a pair of propellers is at the top of its
shaft, the other shall be at the bottom of its shaft, and that their momentum

page_text: be counteracted by springs; then, when it is desired to feather any of the pro-
pellers, it will be only needful to break the rod or balance lever which works
these slides, by withdrawing a suitable bolt or catch, to enable these springs to
force both the slides to the top of each shaft, and cach oar of the pair will then
be feathered.
When four cylinders are used in pairs, they may be made to assist the
steering of the vessel by receiving different amounts of steam in a given time,
or by being worked in opposite directions.
When these small cylinders are used, the propellers can be reversed on
either side separately, or on both sides simultaneously, by reversing their valves;
and when cams are used, by reversing their effect, as well as by reversing the
engines, in the ordinary way. Under certain circumstances it may be con-
venient to use the same cam or cams for working the steam expansively and
for feathering the propellers. The jar, either from the alternating motion of
the propellers, or from the suddenness of the feathering, can be effectually
counteracted by the ordinary cushion of steam in each cylinder, or by the
resistance of the air pump, supply, bilge, or other pumps, or by metal or
vulcanized india-rubber springs, or by pads of leather or spring cushions,
where needful.
The above outline contains the substance and describes the nature of my
"Improvements in Propelling and Steering Vessels, and in the Steam Engine
applied to these Purposes;" but I reserve the arrangement and description
of the details of these improvements, and the particular manner and the several
ways in which the same may be carried into effect, as well as the statement or
assignment of the specific claims to which I may be entitled to, until the time
for filing my Complete Specification.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Henry Lund in the Great Seal Patent Office. on the
7th March 1855.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, HENRY
LUND, of the Temple, Esquire, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Seventh day of September, in the year of our Lord One
thousand eight hundred and fifty-four, in the eighteenth year of Her reign, did
for Herself, Her heirs and successors, give and grant unto me, the said Henry

page_text: Lund, Her special licence that I, the said Henry Lund, my executors, admi-
nistrators, and assigns, or such others as I, the said Henry Lund, 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 Islands, and Isle of
Man, an Invention for "IMPROVEMENTS IN PROPELLING AND STEERING VESSELS,
AND IN THE STEAM ENGINE APPLIED TO THESE PURPOSES," upon the condition
(amongst others) that I, the said Henry Lund, by an instrument in writing
under my hand and seal, 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 Henry Lund, do hereby declare the
nature of my said Invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement thereof, reference being had to the Drawings hereunto annexed,
that is to say:-
Figure 1, Sheet I., shews a perpendicular section, Figure 2 front elevation,
and Figure 3 cross section, of a wrought-iron frame A, which carries a shaft
B in plummer blocks C; D is the shaft of an oar, fitted into the shaft B at
right angles to its axis; this oar is therefore capable of two distinct motions,
one about the axis of B and the other upon its own axis. The first motion is
obtained by a force acting upon the crank E, by which the oar is passed back-
wards and forwards through, about the quadrant of a circle. The second mo-
tion is obtained by a force acting on the crank or or arm F, whereby the slide
or collar G is alternately raised and depressed; and since the shaft D is attached
to this collar by the crank H and link H', the flat surface and the thin edge of
the oar are alternately presented to the resistance of the water. To enable these
two movements to be carried on simultaneously, the collar G is feathered to
the shaft B, and the double or horse-shoe link I is connected to the crank F
on the shaft J by a ball and socket joint, so that the latter always retains
the same hold upon the shaft of the oar at all parts of its stroke. To give the
shaft of the oar length of hold, the forging of the shaft B is extended to the
left in a D form; and to keep the aperture through which D passes from
the frame to the outside of the vessel water-tight, it is passed through a
stuffing box in the middle of a V shaped brass or bell metal crescent, which
turns with the shaft D, and is held in contact with a corresponding seat in

page_text: the body of the frame by the set screws a, a, acting on the spring b, as shewn
in Figures 1 and 3. This contact need only be sufficient to resist the pressure
of the water on the surface of the V crescent, the friction arising from the
working of the oars being confined to the plummer blocks C, C, Figure 1.
Figures 4, 5, and 6 shew a similar arrangement with these exceptions. The
shaft B is forged with a cross, and bored to receive the shaft D, on which
there is a bevilled shoulder c, pressed directly against the V crescent by the
spring and set screws 6 and a in the front of the shaft B. Again, the collar G
is provided with a ring G, with two shoulders G, G, between which it turns
during the stroke of the oar. This ring G is attached to the double link I,
the top of which is shewn in Figure 6, and which is raised and depressed by a
similar force to that applied to the ball and socket joint in Figure 1. Figure 5
shews a plan of this arrangement; Figures 7 and 8 are enlarged views of the
ball and socket joint. When the oar is of a large size, it may be desirable to
pass the shaft of the oar through plummer blocks, fixed on the shaft B in
its front, and between its back and the frame, and to apply a second link
behind as well as in front of the shaft B, to equalise the pull upon the slide
or collar G.
To obtain the continuous action of these rowing propellers, it is necessary
that the two oars should move simultaneously in opposite directions, one going
back active, or with its broad surface to the resistance of the water, and the
other coming forward feathered, and ready to take its place.
The provision for this alternating motion is shewn in Figures 9, 10, and 11,
Sheet 2; of which, Figure 9 is a plan of a vessel towards the head or the stern,
and Figures 10 and 11, sections in the direction of the length and breadth of
the vessel. A, A, are two frames, such as shewn in Figure 1, bolted to the
angle iron K; the link L connects the crank L' with the prolonged piston
rod of the steam engine 1. To the shaft L³, on which this crank L' turns,
are attached the respective cranks L', L', of these two frames, so that the alter-
nating motion of the prolonged piston rod will cause the oars to alternately.
approach and recede from each other, and a like effect is of course produced upon
a corresponding pair of oars on the opposite side of the vessel. But at the same
time it is necessary that each oar should be feathered at the end of its stroke;
and it would also add greatly to the utility of each pair of oars (as they are
always employed in couples), could they be quickly thrown out of gear, that.
is, be both feathered and retained feathered while they were still moved.
backwards and forwards by the engine, and then as quickly brought again in
action. The attainment of this object is shewn in Figures 12, 13, and 14,
Sheet 1. M are plummer blocks on brackets M', M', fixed to frames A, and:

page_text: carrying bell cranks N, N, with ball and socket joints. Figure 13 is a plan
of this arrangement; and Figure 14, a cross section of the same.
As long as
the gabs or saddles O, O, have hold of or remain down upon the studs O', O',
on each side of the crank 0%, the motion or rocking of the shaft O³, upon
which it turns, will alternately raise one of the slides or collars (shewn in
Figure 1) of the one frame and depress the other, and one oar of each pair
will therefore be rendered active and the other feathered, and vice versa.
But if it is desired that both oars should be simultaneously feathered, and the
effect of the pair, though still moving, be thereby neutralised, the links P, P,
connected with the crank p', should be raised by a hand lever, similar to that
employed in reversing locomotive gear, and the gabs or saddles O, O, being
thus out of reach of the studs O', O', the shaft O' will rock without effect; at
the same time the small bosses d, d, seen at the joint of the gab links N' and
bell cranks N will come in contact as soon as the gabs 0, 0, are raised, and
the feathered propellers will be thereby firmly held in that position till the
links P, P, are brought down, and the gabs again in action.
It will, perhaps, lead to the clearness of this description to shew at once by
Sheet 3 the origin and nature of the force impressed upon the rocking shaft O³,
whereby the feathering is effected, and then to return to the remaining Figures
of Sheets 2 and 3, which shew certain useful modifications of the propeller
frame.
Figure 15, Sheet 3, shews an elevation, and Figure 16 a plan, of the
improved steam engine for working these rowing propellers. The cylinders
are placed horizontally end to end. The valve gear is worked in the ordinary
manner by slotted links Q on the centre shaft R, which is driven from the
cross heads R', R', of the two pistons. The crank pins R, R, are placed
towards the circumference of two cams on the shaft R, one on each side of
the cylinders, and which are used to feather the propellers. The roller S on
the follower S¹ is kept in contact with the cam S by the spring S, adjusted
by the set screws c, e, and to the lower end of this follower is attached a
gabbed link or fork S, working in the studs f, f, which rock the shaft T
backwards or forwards whenever the follower advances or recedes from the
centre of the cam. This rocking motion is at once communicated to the rods
U, U. and thence to the rocking shaft 0%, Figure 12, and they must be con-
nected by a bevil wheel, or Hook's universal joint, to suit the angular position
at which these rods and the rocking shafts will meet each other. It will
be seen, on the examination of Sheet 3, that as the propellers are driven
direct from the cylinders by the alternating motion of the piston rods, the
reversal of the engine will reverse the propellers; but the same result may be

page_text: produced by reversing the action or effect of all the propellers on both sides of
the vessel without stopping or reversing the engine, and as there are two
separate cams, one on each side of the cylinders, the propellers on either side
of the vessel can be reversed separately, and the vessel be thereby turned on
its centre; or, by using the disengaging gear, already described, the whole or
any number of propellers on either side of the vessel can be neutralised. The
reversal of the propellers on either side of the vessel is effected by placing the
upper or lower stud f.f, in the double gab or fork S by the use of the handle
U. This acts simultaneously on both gabs, which is very important; for it
must be remembered that as each cylinder is always half a stroke in advance
of the other, those propellers driven by the one will be in the centre of their
course or stroke, whilst those driven by the other cylinder will be at the end
of theirs, and vice versâ; if, therefore, they were not reversed simultaneously
on either side, there might be some of them for a time acting in opposite
directions. The handles used to throw the propellers out of gear can be
brought in convenient proximity with the handles used for reversing, and if
desirable they can be placed close to those used to reverse the engines, so that
the entire control of the propellers may be within the reach of one person.
I will now return to the remaining Figures in Sheets 1 and 2.
The alternating motion of the propellers may be at once obtained without
the cranks and links, described above, by placing the shafts of the two oars on
opposite sides of the same centre.
Figures 17 and 18 shew this arrangement, of which Figure 17 is an eleva-
tion or front view, and Figure 18 a section. The Figures 19 and 20 are plans
of the top and bottom, and Figures 21 and 22 two intermediate sections of
the frame, which is similar in form to that shewn in Figures 1 and 2; but as
it is bolted to strips or lengths of angle iron at the top and bottom, two pieces
A', A', are forged on the frame for this purpose. The oars turn upon the
centre shaft B, to which it will be seen they are attached by the brass or
gun metal boss V, keyed to the lower end of the shaft B.
free, this boss must project sufficiently from the bottom or
Their usual place or position is about midships equidistant between the keel
and the extreme breadth of the vessel.
To keep the oars
side of the boat.
Now, when the alternating motion of the prolonged piston rod is connected
by a link to the crank E, Figures 17 and 18, the boss V will be turned about
one-fourth of a circle on the centre shaft B, and the propellers being set at
right angles to each other, and feathered simultaneously at the end of each
stroke, when one has gone back active, the other will have come forward
feathored ready to take its place.

page_text: The force required to feather these propellers must take effect upon the bell
crank N, Figure 17. The frame W, which works in the guides W', W', is
thereby raised and depressed, and carries with it the slide or collar G, to
which the links H, H', are attached, as in Figure 1. That this may be
done at any portion of the stroke of the oars, the slide G is provided with a
bevelled shoulder g, working in a corresponding bevilled collar h, fixed to the
frame W..
have each a bell
To keep this arrangement of propellers water-tight, the conical shoulders i, i,
of the shafts of the oars are kept in contact with the boss V by the spring
and nuts b, a, and the shoulder of this boss V is kept in contact with the cast-
iron rim X, Figures 17 and 18, by the spring k and nut at the top of the
shaft B; a plummer block may be added to the foot or step of the shaft B,
which can be tightened from the inside of the vessel by a cam m and spindle n
fitted with a stuffing box o, as shewn in Figure 23, Sheet 4. There are two
sets of links attached to the small frame W, Figures 17 and 18, to enable
two sets of this description of rowing propellers to be feathered by one bell
crank, one set being placed some distance from the other. These propellers are
thrown out of gear by the method shewn in Figures 24, 25, and 26; of which,
Figure 24 is a front view; Figure 25, a plan or section; and Figure 26 shews
the edge of the rocking cranks. The arrangement of the frame is below the
cast-iron ring X, precisely the same as in Figures 17 and 18, and the portion
of the frame above this must be altered as follows:-The links H', H', are
first attached to separate or independent slides G, G, which
crank moving on the centres Y, Y, bracketed to the frame.
crank works in the studs p, p, Figures 24 and 25, through which it slightly
advances or recedes as the slides G, G, are raised or depressed, and the studs
p. p, are also thereby turned slightly on their axes. The other end of cach
crank is connected with the studs or pins O, O', of the rocking shaft Os, by the
gabs or saddles O, O, so that when it is actuated by the same force as was
applied to the shaft O, Figure 12, each oar of the pair will be alternately
feathered and rendered active accordingly. If it is desired to throw them out
of gear, and to permit the steam engine to pass both oars backwards and
forwards with their feathered edges only presented to the water, the link P,
must be raised or turned on the centre P, and the gabs or saddles will be
thrown out of action, and the bosses or projections d, d, coming in contact,
will keep the propellers firmly feathered until brought again into action by
the fall of the gabs or saddles, as already explained in the description of the
Figures 12, 13, and 14.
One end of each
It may be observed that the link motion for lifting the slides or collars

page_text: on the centre shaft, shewn in the second description of rowing propellers, may
be applied in some cases with equal convenience to the first description, and
vice versa.
These rowing propellers may be feathered, especially where they are of a
large size, by the use of small cylinders, instead of the cams S, Sheet 3,
placed conveniently near to the larger cylinders, taking their steam from the
same supply, and having their piston rods attached to the crank S³, so as to
communicate the alternating motion of their pistons to the feathering rods U,
either by direct thrust upon the end of U, or by twisting it to and fro upon its
axis. They can be provided with the ordinary D valves, and exhaust either
up the chimney or into the condenser. They should be arranged in pairs on
each side of the larger cylinders, one half a stroke in advance of the other,
and their valves worked by a cam on the centre shaft R, being opened and
closed again quickly at the end of each stroke of the oars. The amount of
force exerted may be regulated by throttle valves at the apertures or tubes
where the steam enters and leaves these small cylinders. Their effect can be
reversed in the ordinary manner, and, except with very large oars, it may be
more convenient to throw them out of gear by the means already described
than to use a separate small cylinder, as suggested in my Provisional Specifi-
cation. These cylinders may also take the steam after it has done its duty in
the main cylinders, instead of steam direct from the boiler. Or the same
objects may be attained by forcing air into the small cylinders, and allowing
it, by leading pipes, to escape under the fire grate or up the chimney; or,
lastly, the ordinary condenser, or a vacuum formed for the purpose, may, by
the pressure of the external atmosphere, be used for the same purpose. The
special pumps required in these last-mentioned cases may be placed hori-
zontally at some convenient positions beside the prolonged piston rod, whose
momentum they would materially control. I propose to drive the air pumps
in the engine shewn in Sheet 3 by excentrics from the centre shaft R, and
the supply and bilge pumps, when placed horizontally, from the prolonged
piston rod.
I intend to bind the steam engine and the propeller frames firmly together
by the construction of a suitable net-work or cradle, made of angle or other
wrought iron, with sufficient ties or tresses, as partly shewn in Figure 9 and
Figure 10; and to bolt this cradle to the keel or other main timbers of the
vessel, and to make a good or water-tight joint between the back of the
frames A, A, and the side of the vessel by a packing of wood, bolted
between the two, any defects that may then still remain being removed by
caulking.

page_text: I intend in some cases to use four cylinders in pairs, as shewn in Sheet 3,
towards the side of the vessels; then, as the propellers on each side of the
vessel will be driven by cylinders in pairs independent of the other, the
separate reversal of the propellers, or the variation of the force on either side,
can be effected either by the methods already described above, or by reversing
the engines themselves, or by varying the amount of steam supplied to either
pair, or by stopping either pair altogether while the other pair of cylinders
remains in action.
In tug boats, or in small vessels with light draught, where it is desirable that
the length of the lever or crank L, Figure 9, Sheet 2, should be as near as
possible the length of the oar, the cylinders shewn in Sheet 3 may be placed
side by side instead of end to end, and the shaft R, Sheet 3, with one feathering
cam between them; one of the piston rods being prolonged towards the stern
and the other towards the head of the vessel, as shewn in Figure 27, Sheet 4,
where,, are the piston rods.
The arrangement of cranks already described in Figure 9, Figure 10, and
Figure 11, Sheet 2, admits of some useful and simple modifications.
On examining Figure 11, it will be seen that if the oars, which are there
shewn as projecting parallel to the deck of the vessel, were dipped downwards,
they might be made much longer, and yet be kept within the greatest breadth
of the boat. This may be effected by making the joint r, Figures 9 and 11,
a ball and socket joint, similar in construction to the one shewn in Figures 7
and 8. The oars may also be brought nearer together by shortening the links
s, s, and placing one of the cranks L' higher up the shaft L³ than the other,
which will allow one of the oars to pass over the other without touching.
This same description of joint may be used to connect the feathering rod U,
(Sheet 3,) with the shaft 03. In like manner the description of rowing pro-
pellers, shewn in Figures 17 and 18, may be conveniently placed in boats or
vessels of light draught in the keel about the midships, Figure 28; or in the
bows, or in the run, Figure 29, instead of the screw propeller; or in the place
usually occupied by the paddle wheels, Figure 30.
The description of propellers shewn in Figures 9, 10, and 11 may be also
placed in the same position as paddle wheels (Figure 30), it being provided
in all cases that the blades of the oars shall always remain below the water
line of the vessel.
The two oars in each pair need not be of the same length if the shorter be
broader than the longer, so as to present the same resistance to the water.
When a single cylinder with a fly wheel is used, the reversing and disengaging
gear for the propellers may be united in one double gab or saddle, as shewn

page_text: in Sheet 3; but where it is only used for reversing the propellers when in
the position there shewn, the cylinder may be worked to drive the supply or
bilge pumps whilst the boat is at rest, and the propellers can in an instant be
made to take effect, either to drive the boat forward or backward, as the
double gab or fork S is thrown on the one or the other of the studs f, f. As
the position of the cylinders above described is so close upon the shaft that
works the valve gear, it may in some cases be convenient to have two separate
valve chests to each cylinder, as suggested in my Provisional Specification;
the straining of the water supplied to the boiler or the condenser therein, also
mentioned, I propose to effect by a series of circular perforated zinc plates t, t,
fitted into a short tube with shoulders at intervals, to keep the plates apart, as
shewn in Figure 31. This tube may be inserted at a convenient part of the
supply or injection pipe with two union joints u, u, and two stop-cocks v, v,
which will allow it to be removed for cleaning, and another put immediately
in its place. If the link N', N', Figure 12, is attached at once to the bell
crank N, and the gabs or saddles O, O, the reversing of these propellers
(except by reversing the engine) and throwing them out of gear, may be dis-
pensed with, and the expense and quantity of machinery to that extent
reduced and simplified.
By referring to Figure 1, it will be seen that if the frame A were placed
behind the stern post of a vessel, and the oar used as a rudder, by the same
mechanical arrangements as are now applied to a rudder, it would be much
firmer and be easier moved and more readily kept in repair than with the
present method of suspending the rudder outside the ship. The rudder might
have another or any number of similar attachments with the shaft B where
considered desirable. Two rudders of this construction may also be used,
one in each run of the vessel, as shown in Figure 32, which would be of
great advantage where a screw propeller is applied, or in all three places
at the same time in paddle wheel or ordinary sailing vessels. In cases where
a quick control is required over a boat or vessel, a similar arrangement of
rudders might be made at the head and bows of the vessel, and worked
simultaneously at any convenient part of the vessel by suitable connecting
links, chains, or ropes.
And having now described the nature of my said Invention, and in what
manner the same is to be performed, I declare that what I claim as my
Invention is as follows:-
First, I claim the propeller frames of both descriptions of rowing pro-
pellers with their several provisions for driving, feathering, and disengaging
the oars, including the methods of giving an alternating motion to the oars

page_text: and of making the apertures water-tight through which they pass to the out-
side of the boat, as above described.
Second, I claim the feathering the oars of these rowing propellers and the
reversing their action or effect by cams, as above described.
Third, I claim the use of small cylinders for the attainment of the last-
mentioned objects, as above described.
Fourth, I claim the construction of engines to drive these rowing propellers
without the necessity of reversing gear, as above described.
Fifth, I claim the construction of a wrought-iron net-work or cradle to
sustain and bind together the cylinders of the engines (used to drive and
otherwise control these rowing propellers) with the propeller frames, as above
described.
Sixth, I claim the combined position of the several steam cylinders and
rowing propellers, as suggested and described above.
Seventh, I claim the straining of the water supply either to the boiler or
condenser, as above described.
Eighth, I claim the method of hanging the rudder within the vessel and
combining the effects of two or more rudders, as above described.
And, lastly, I do not confine myself to the particular details herein-before
contained, provided the peculiar features of my several improvements, as
described and exemplified above, be substantially maintained. .
In witness whereof, I, the said Henry Lund, have hereunto set my hand
and seal, this Seventh day of March, One thousand eight hundred and
fifty-five.
HENRY LUND. (L.S.)