Improvements in and relating to the Propulsion of Steam Ships or other Vessels.
Year: 1891

page_text: Date of Application, 19th May, 1891
Complete Specification Left, 12th Mar., 1892-Accepted, 19th May, 1892
PROVISIONAL SPECIFICATION.
Improvements in and relating to the Propulsion of Steam Ships or
other Vessels.
I, ERWIN JULIUS MEISTER, of St. Paul, State of Minnesota, United States,
Engineer, do hereby declare the nature of my invention to be as follows :-
:-
This invention has reference to and comprises a new or improved construction,
or arrangement and combination of the parts of mechanisin or apparatus for the
propelling of steam ships or other vessels, which it is believed will be more simple
and efficient than the modes and means of propelling steam ships heretofore
employed.
This invention mainly consists in a new or improved mode and means of pro-
pulsion by reciprocating water pistons in close inner ended water cylinders fitted
at the inner end of long water "forcing and reservoir" pipes, led in from open
ends at the stern and bows of the ship through which open ends of the pipes,
placed low down close to the floor of the ship, the water would be forced out from
and flow in at each alternate stroke of the piston. The piston rod of each water
piston would be directly connected at its inner end to the piston of a steam
cylinder of the steam engine, which would be pressed outwards by the high
pressure steam admitted to the inner end of the steam cylinder, and so press
out the steam piston and water piston with the whole pressure of the steam.
acting on the area of the steam piston, and velocity at which it was able to
move both pistons and column of water within the pipes. While the instroke
of the two pistons would be effected or assisted by the pressure of the air and
the weight of water behind acting on the outer surface of the water piston, and
in some cases by a vacuum formed between the piston and the end of the water
cylinder, or in the inner end of the steam cylinder and piston. Many simple
forms of direct acting reciprocating steam engines might be employed or those
having crank shafts and connecting rods for the more exact reversing of the
pistons at the ends of their stroke with simple arrangements of valves to give this
outward action of the piston.
One simple arrangement for carrying out this invention would consist of two
sets of forcing or accumulating pipes led in from open ends from the stern of the
ship, placed low down, on cach side of the rudder, of a considerable length to make
these pipes act as reservoirs or accumulators, for the action of the water in pro-
pelling the ship by the piston fitted in a water cylinder at each inner close end of
these pipes. The piston rod passes out through a stuffing box in the inner close
end of the water cylinder, and in the adjacent end of its steam cylinder within
which the steam piston would work secured on the inner end of the same rod.
The steam reversing valve chest would be fitted on the upper face of each steam
cylinder and worked by any simple arrangement of reversing slide or cylindrical
valve actuated by tappets and spindles passed out through the ends of the steam
cylinder actuated by the piston inside, and through connecting levers and rods
actuate the reversing steam valves for admitting the steam to the inner end of the
cylinder on the outgoing stroke and reversing it to allow of the exhaust of the
steam after it has done its work to escape to the atmosphere, or to a condenser
when that was used, and it might be to admit a small portion of steam to the outer
side of the steam piston to assist the instroke of the two pistons. Air might be
admitted to the inner end of the water cylinder on the outstroke and allowed to
escape on the instroke, or if a partial vacuum was formed on the outstroke. it would.
assist again on the instroke, and the valves of the engine might be so arranged as.
to drive the pistons out simultaneously or alternately as desired either automatically..

page_text: or by hand gear, and either work the engines with high pressed steam or com-
pounded expansion with condensers. A similar double arrangement of long pro-
pelling pipes and engines, but of a smaller size would be fitted opening in on each
side of the bow of the ship for propelling the vessel astern. In some cases a triple
arrangement of steam cylinders might be used, the pistons of the two outer steam
cylinders actuating the forward propelling water pistons, while the piston and piston
rod of the central steam cylinder might work the piston of a central water cylinder
and range of pipes leading and opening to the bows of the ship. Or in other cases
the piston rods of the two steam cylinders might pass out through stuffing boxes
in their close inner ends and have this end fitted with a crosshead and connecting
rod to a crank or cranks on a crank shaft which would reverse the pistons at the
extreme outer and inner ends of their strokes, in which arrangement eccentrics on
the crank shafts might be used for working the valves instead of the tappets and
levers before mentioned. Near the outer open end of these water forcing reservoir
pipes they would be fitted with a sluice or other valve on the inside of the ship for
safety to prevent accidents in case of breakage of any of the joints or pipes inside,
or repairs requiring to be made on these or on the water cylinder. A convenient
arrangement for the steam boilers would be to make them of the circular type
erected in line low down on the floor between the propelling reservoir pipes, with
the coal bunkers ranged on either side of or over these pipes. By another modi-
fication instead of the water piston being made solid it might be made with valves
opening outwards, and instead of forming a vacuum on its outstroke in the close
inner end of the cylinder, a branch from the sea might be led into a valve chest
below or at the one side of the cylinder so that the water would flow in behind the
piston on its outstroke to fill the inner end of the cylinder, and on the instroke
force this water out through the piston, and thus save the backward motion of
the whole column of water in the forcing reservoir pipes on the instroke of the
piston.
Although only reciprocating propelling water pistons have been described
actuated by the reciprocating pistons of steam engines, rotating propelling pistons
or enclosed propelling wheels may be employed working in a circular close chamber
communicating with the forcing and reservoir pipe on one side, the blades working
tangentially in these to force the water through the open stern end of the pipes
for propelling, the water entering by a bend leading into the front end of the
pipes.
Dated the 16th May 1801
W. R. M. THOMSON & Co.,
96, Buchanan Street, Glasgow, Agents.
COMPLETE SPECIFICATION.
Improvements in and relating to the Propulsion of Steam Ships or
other Vessels.
I, ERWIN JULIUS MEISTER, of St. Paul, State of Minnesota, United States,
Engineer, do hereby declare the nature of my invention, and in what manner the
same is to be performed to be particularly described and ascertained in and by the
following statement in writing, that is to say :-
My invention has reference to and comprises a new or improved construction or
arrangement and combination of the parts of mechanism or apparatus for the
propelling of steam ships or other vessels, which it is believed will be more simple
and efficient than the modes and means of propelling steam ships heretofore
employed.
This invention mainly consists in a new or improved mode and means of
propulsion by reciprocating water pistons in close inner ended water cylinders
fitted at the inner end of long water "forcing and reservoir" pipes, led in from
open ends at the stern and bows of the ship through which open ends of the pipes,

page_text: placed low down close to the floor of the ship, the water would be forced out to
propel the ship at each alternate or out stroke of the piston. The piston rod of
each water piston would be directly connected at its inner end to the piston of a
steam cylinder of the steam engine, which would be directly pressed outwards by the
high pressure steam admitted to the inner end of the steam cylinder, and so press
out the steam piston and water piston with the whole pressure of the steam acting
on the area of the steam piston, and velocity at which it was able to move both
pistons and column of water within the pipes while the instroke of the two pistons
would be effected or assisted by the pressure of the air and the weight of water
behind acting on the outer surface of the water piston, and in some cases by
vacuum formed between the piston and the end of the water cylinder, or in the
inner end of the steam cylinder and piston. Many simple forms of direct acting
reciprocating steam engines might be employed or those having crank shafts and
connecting rods for the more exact reversing of the pistons at the ends of their
stroke with simple arrangements of valves to give this outward action of the
piston.
a
And in order that my said invention and the manner of performing or carrying
the same into effect or practice may be properly understood, I have hereunto
appended three explanatory sheets of drawings in which the same reference letters
are used to indicate corresponding parts in all the figures where shown.
Figure 1 on Sheet 1 and Figure 1 on Sheet 2 represent a sectional elevation of
a steam ship S, as looking from the right or starboard side of the ship, and
Figures 2 and 2 on the same sheets represent a corresponding plan view, both
broken away at,, near centre through the engine room S', and with a great
part of the after and bow ends of the ship as broken away or removed at 2¹, =²,
respectively, all as constructed in accordance with and illustrative of one arrange-
ment of the main elements of my improvements.
Figure 3 on Sheet 3 is a sectional elevation, as taken on the dotted line 1-1
Figure 2 but to a large scale of the high pressure steam cylinder A and its water
cylinder B but looking from the opposite side to that shown in Figure 1.
Figures and 5 are transverse sections through the high and low pressure
cylinders A, A, through their inlet and exhaust valve chests G, G*, respectively
as taken near the dotted lines 2-2 and 3-3, on Figure 3, and looking towards the
stern of the vessel.
And
Figure 6 is a sectional elevation as taken on the dotted line 4-4 in Figure 3
through the crosshead slides and guides A', A³, and the reciprocating lever connecting
rod D, D'.
Referring to these figures, the engine shown for propelling the ship ahead or
forward consists of a compound expansive engine having a high and a low pressure
cylinder A, A, respectively, both preferably jacketed at A and heated by live
steam from the boiler, and mounted horizontally by broad flanges or stools at A"
secured to the strong floor S" of the engine room S₁ of the ship S in the same
horizontal axial plane through their centres as seen particularly in Figures 1 and 2
and 4 and 5 and formed with a steam receiver A between them, bolted together
by flanges at A, and fitted with live steam superheating tubes and a baffle
plate to cause the steam passing from the high pressure cylinder A to the
low pressure cylinder A to be superheated by the steam in these tubes as shown
particularly in Figure 4 & 5. The piston rods a", a, of the pistons a, a', each pass
out through stuffing boxes in the outer end covers A³ of their cylinders A, A', and
are each cottered to a slide block A with crosshead a', working in slide guides A³
bolted to the end cover A3 of the steam cylinders A, A', and at their outer ends
these guides A' are formed on or secured to the inner close end cover B³, of the
propelling water cylinder B, which is secured by a stool B", to the floor S", of the
engine room S, all in the horizontal axial plane of the cylinders A, A. Each
piston of the propelling water cylinders B has its piston rod b, passed out
through a stuffing box 6, in the cover B, and cottered to the same slide block A
and crosshead a', of the steam cylinders A A And each water cylinder B is

page_text: connected by flanges at its open after end B, to a long range of water pipes C,
opening at the back ends C' to the sea, these pipes C being preferably carried and
supported as low down as possible to the floor S of the whole after part S² of
the ship from the engine room S¹, each set of pipes C being fitted with a stop
sluice valve near the after discharge end C. An intermediate inlet valve
chest B1, B2, is preferably, as shown in Figures i and 2, fitted between the rear end
of each cylinder B and the inner end of each range of pipes C, and formed with a
manhole or valve door so that on the instroke of the pistous 6 of the propelling
water cylinders B the outer or sea water would flow in through the branch B², of
the inlet valve chest B' and inlet sluice valve C as indicated by the arrows in
Figure 1 and on the outstroke of the pistons the water would be propelled
through the pipes C, C, and discharged through their open ends C', at the stern
to propel the ship forward by the outstroke of the pistons of the steam cylinders A, A',
and the momentum of the whole column of water in these pipes C.
In this arrangement as shown in Figures 1, 2, and 3 to 6 on Sheets 1 and 3 the extreme
in and out strokes of these pistons is each regulated as follows, by connecting the cross-
head a' of its slide block A to the forward bent end D, of a duplex plate connecting
rod D, D¹, bolted together by stays D" having the other end D' of this rod D, D', con-
nected to the lower end of a slide strap lever D the upper end of which is fulcrumed on
a strong stud pin or other equivalent D³, supported in some part of the framing E',
indicated in dotted lines in Figure 3, carrying a crank shaft E in bearing blocks
above the water cylinders B, B, and with cranks E", E", keyed on the outer ends
of the shaft E preferably exactly opposite to each other, but so arranged that they
will not be both on the dead centre at the same time owing to the arrangement
of the crank motion. These cranks E", E", would have their crank pins E each
working in a sliding bush E3 within the slotted slide lever D³, so that as this crank
rotates it gives the quicker throw in the one direction to the connecting rod D, D',
(jointed to the extreme end of the lever D) and each crosshead a' so as to regulate
the extreme throw of these crossheads and their respective pistons and piston rods,
and when turned in the direction of the arrows on the flywheel E, make the out-
stroke in about one third of the revolution of the crank shaft E, while making the
instroke in about two thirds of the revolution. This crank shaft E, preferably has
a fly wheel E4, mounted on it for giving a more steady action of the steam and
water pistons. As shown dotted in, in Figure 3, a longitudinal shaft F would be
worked by bevel wheels F1 from the crank shaft E, to rotate at the same speed
and actuate two short parallel eccentric and tappet or cam shafts F, F, the latter
through the spur wheels F, while the shaft F2 is in the same line with the
shaft, these shafts being carried in bearing blocks on the upper part of frames F³,
polted together over the ends of the steam receiver A2, so-as to actuate the inlet
and exhaust steam valves e and e of the high pressure cylinder A, and also those c
and e of the low pressure cylinder A' respectively as shown more particularly in
Figures 4 and 5.
In these coupled high and low pressure cylinder engines A, A¹,
the high pressure steam is admitted by a central branch G, through the longitudinal
side passage G to the inlet valve chests G formed at the ends of the casing G
on the upper side of the cylinder A, fitted with their inlet valves and their seats c,
down into the lower recess of the chamber G, and which valves are of the hollow
double beat equilibrium valve class opening upwards by their valve rods c
passed out through stuffing boxes in the covers G2 of the valve chests G, each
rod c¹ being pressed down by springs or pistons in spring or other dashpots (+³, to
close the alves downwards, the dashpots G3 being carried on brackets G from
the covers G, the rods being actuated by levers c¹ to raise the valves c and
admit the high pressure steam. This is effected by double eccentrics d, d', mounted
on the ends of the shaft F2 through adjustable eccentric rods ", and levers d
connected by links to the inner ends of the levers ", which motion admits of
giving any regulated opening to the valves c, which can be always closed by the
dashpots, as seen particularly in the sectional view on the left of Figure 4, and
thus control the admission and cut off of the steam for the outstroke-and instroke

page_text: of the pistons a, a', to suit the position of the cranks for each steam cylinder. As
shown on the right of Figure 4, the inlet valves c to the large cylinder A', are all
constructed and actuated substantially the same as those described for the high
pressure cylinder on the left side of Figure 4, and lettered to correspond; and the
exhaust steam from the high pressure cylinder passes down a central port at 6³
to the steam receiver A2, and from this by the port to the inlet chests G" of the
low pressure cylinder A'; and the eccentrics d ' for opening the inlet valves c of
this cylinder are mounted on the shaft F", the arrows in the figures showing the
direction of the admission of steam from the receiver A2 to the low pressure
cylinder A. These eccentrics d, d', for giving the required opening of the inlet
steam valves c, c, have the inner one d keyed on the shafts F, F", while the outer
one is mounted loose on the inner one d, and each oscillated on the fixed inner
one by a link from a lever mounted on a light shaft carried in bearing
brackets at in the frames F³. Each of these light shafts would
have hand levers on them and setting and securing quadrants conveniently placed
between the inner ends of the cylinders A, A', so that the engineer could set these
eccentrics d'd to give any desired throw or opening to the inlet valves c of either
the high or low pressure cylinders A, A'. And although I have only shown lift
valves for controlling the inlet and exhaust steam, I do not desire to confine myself
to these, as ordinary arrangements of slide, grid, Corliss, or like valves may be
employed. And although steam engines have been described as preferably used,
other fluid pressure engines may be employed.
are
Referring to Figure 5 the exhaust valves e and their seats are fitted in the upper
recess of their chests G*, G*, and made to open downwards by their valve rod e
through a bell crank el, e, fulcrumed on the bracket G of its dashpot G³, which
in this case acts to close the valve in the upward direction, the valve being opened
by an antifriction roller on the arm e² of the bellcrank, riding over a stepped
segmental cam keyed on the inner part of the shaft F2, for each exhaust valve e
of the high pressure cylinder A, as seen on the left hand side of the section
Figure 5. The exhaust valves of the low pressure cylinder A, although not shown
in the drawings, are constructed and actuated substantially as described in reference
to those of the high pressure cylinder, except that their opening cams
mounted on the central part of the shaft F", and the valves exhaust through their
chests G* into a central branch to a surface or other condenser 1, shown at one
side of the engine room S¹ in Figure 2, a space being shown dotted in at for a
separate engine and circulating pumps being erected and worked in combination
with this condenser as also for working the air pump, which might be of any
ordinary construction. And any desired arrangement of donkey engines, pumps,
or electric lighting machinery may be erected in the space on the opposite or
starboard side of the engine rooms S'; and the steam boilers may be fitted in the
opposite side spaces S₁ of the engine room, as indicated at S in Figures 1^
and 24.
Referring to Figures 1 and 24 which show the forward part S³ of the ship in
front of the engine room S¹; similar water cylinders B are fitted with the valve
chests B1, B2, analogous to those described for propelling the ship ahead but to be
used for stopping or propelling the ship astern, and having ranges of pipes C². C²,
supported from the floor Sof this forward part S3 of the ship and opening out
to the sea at C₁ low down at the bow of the ship and fitted with stop sluice
valves C similar to the pipes C, C, for propelling the ship forward. These
pipes C2, C2, need not be so long as those C, C, for propelling the ship forwards,
that is, the engine room S' might be nearer the bow, than the stern, and the piston
rods of the water pistons & in this case might pass out through stuffing boxes b
in the end covers B³ and be cottered to one crosshead a², equivalent to the cross-
head of the former arrangements, working in double slide guides A', A', this
crosshead a², being connected by double piston rods a³ to the piston of a single
steam cylinder Ax, which in this case would work both pistons of the water

page_text: cylinders B B, and the crosshead be stopped at the extreme ends of the stroke by
india rubber buffers A secured to the inner end of the cylinder and to a frame
at B projecting up from the floor S" between the cylinders B B. The steam
inlet and exhaust valves of this cylinder, not shown in the drawings, might be
worked by tappets and levers from the crosshead a² and have hand levers and gear.
for working them by hand for propelling the ship astern or in the backward
direction or for stopping the forward motion and would exhaust into the same
surface or other condenser & as the forward propelling cylinders A, A.
Although two long column reservoir water pipes C, C, for propelling the ship
ahead, and two C, C, for stopping or propelling the ship astern, have been shown
and described as preferable, it is to be understood that one long pipe may be so
employed, placed centrally, and worked by either single or double steam cylinders;
and that the end sluice valves C in these pipes may, as they would seldom require
to be used, he opened and closed by local screw spindles fitted in their chests; or
long light longitudinal spindles may be carried forward to the engine room con-
nected to these local spindles by screw or bevel gearing, and actuated by hand
wheels in the engine room when this was preferred. And although these reservoir
propelling pipes C, C², have been shown as formed parallel internally, and of the
same diameter as the water cylinders, I do not desire to contine myself to this, as
they may be made slightly smaller than the water cylinders at the inner end or
throat, and widen out slightly trumpet shaped towards the discharge end which
would receive the pressure of the outer column of water and lessen the friction in
the pipes and the tendency to backward action of the column of water on the
instroke of the piston. In some cases the inner ends of the water cylinders may
be connected directly by an open branch between them, so that on the instroke of
the one cylinder, the air or water contained in the inner end of the cylinders would
be compressed and assist in forcing out the piston in the other cylinder and vice
versa respectively and alternately as the pistons of these cylinders were reciprocated
the one being approximately at its extreme stroke outwards when the other was at
its extreme stroke inwards.
one side for
Although only reciprocating propelling water pistons have been described
actuated by the reciprocating pistons of steam engines, rotating propelling pistons
or enclosed propelling wheels may be employed working in a circular close
chamber communicating with the forcing and reservoir pipes on
propelling either ahead or astern, the blades working tangentially in these to force
the water through the open stern end of the pipes for propelling, the water entering
by a bend leading into the inner or front end of the pipes.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that I make
no claim per se to the special form or construction of steam engine herein described
and illustrated, but what I claim is :-
First. The construction or general arrangement and combination of the parts of
water cylinders and pistons with long ranges of water propelling reservoir pipes
for the propulsion of ships or vessels, substantially as herein described in
reference to and shown in the accompanying drawings.
Second. In the propulsion of ships or vessels by direct-acting water piston
cylinders, the formation and use of a long range of water propulsion or ejection
reservoir pipes to each cylinder for maintaining the momentum of the water
given by the outstroke of these pistons, substantially as herein described in
reference to and shown in the accompanying drawings.
Third. In the propulsion of ships or vessels by direct-acting water piston
cylinders the combination with long ranges of water propulsion or ejection
reservoir pipes of inlet and stop valves and valve chests at their inner and
outer ends respectively, substantially as herein described in reference to and
shown in the accompanying drawings.

page_text: Fourth. The propulsion of ships or vessels by a rotating wheel or wheels
forcing the water into a long water propelling reservoir pipe or pipes, sub-
stantially as and in the manner herein described.
Dated the 11th March 1892.
W. R. M. THOMSON & Co.,
96, Buchanan Street, Glasgow, Agents.