IMPROVEMENTS IN THE CONSTRUCTION OF SHIPS AND VESSELS, AND IN PROPELLING THE SAME
Year: 1876

page_text: LETTERS PATENT to Sydney Pitt, of Sutton, in the County of Surrey, for the
Invention of "IMPROVEMENTS IN THE CONSTRUCTION OF SHIPS AND VESSELS,
AND IN PROPELLING THE SAME." A communication from abroad by A. Huët, of
Delpt, in the Kingdom of Holland.
Sealed the 13th February 1877, and dated the 8th December 1876.
PROVISIONAL SPECIFICATION left by the said Sydney Pitt at the Office
of the Commissioners of Patents on the 8th December 1876.
SYDNEY PITT, of Sutton, in the County of Surrey.
CONSTRUCTION OF SHIPS AND VESSELS, AND IN PROPELLING THE SAME.'
"IMPROVEMENTS IN THE
"
This Invention has for its object to diminish the resistance of vessels and floating
bodies in general in passing through the water.
The principal feature in this Invention is that the bottoms of the vessels are
made either undulated or undulating.
At Figure 1 of the Drawings annexed I have shown a vessel with an undulated
bottom, the under side of the vessel in the longitudinal direction being shaped
according to the surface of a wave, as shown.
Vessels constructed in this manner may be propelled by paddles, screws, or other
existing modes of propelling.
At Figure 2 is shown a vessel with an undulating bottom; in this case there are
at the bottom of the vessel a number of water-tight hollow drums, which may
be circular, elliptical, or of other form in cross section. These drums are fixed
excentrically on shafts, as shown at Figure 2, and are made to revolve regularly and
altogether by any existing means of transmitting motion; these excentrically
revolving drums are mounted on their respective shafts in such a manner that the
under side of the successive drums form together an undulating line, which is
continually shifting and changing, according to the successive positions of the
revolving drums.
The propelling power is applied to the revolving drums themselves, so that these
fulfil the double service of floating and propelling wheels.
The outer surface of the drums may be plain or provided with projecting blades
in the manner of a paddle wheel, and the blades may be made straight or curved,
and be placed parallel or angularly to the axis of the drums, as desired.
The paddles strengthened by transverse ribs form compartments on the surface of

page_text: the drum, which by the air enclosed in them assist in supporting the vessel on the
water.
Figure 3 shows a vessel having an undulated bottom, and also having along the
bottom a number of water-tight hollow revolving drums revolving on shafts which
are fixed to the centre of the drums. The centres of these shafts are placed along
an undulated line, as shown.
Figure 4 shows a fourth class of vessel, in which not only are the centres of the
drums placed along an undulated line, but in which also the drums are fixed
excentrically on the shaft, so that as they revolve they form an undulating bottom
continuously shifting and changing, according to the successive positions of the
revolving drums. In both the third and fourth class of vessels the propelling power
is applied to the revolving drums.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by the
said Sydney Pitt in the Great Seal Patent Office on the 8th June 1.877.
SYDNEY PITT, of Sutton, in the County of Surrey. "IMPROVEMENTS IN THE
CONSTRUCTION OF SHIPS AND VESSELS, AND IN PROPELLING THE SAME."
munication from abroad by A. Huët, of Delpt, in the Kingdom of Holland.
A com-
The principal feature in my Invention is the construction of vessels supported
and propelled by means of excentrically rotating hollow drums on which the body
of the vessels are mounted as common carriages are mounted on their wheels. The
form and appearance of these vessels is represented in the annexed Drawings, which
show their general arrangement according to their different destinations.
I. For the navigation on canals it is intended to construct a series of vessels, each
mounted on a certain number of the said excentrically rotating hollow drums placed
in two parallel rows, and whose axles are connected to each other.
The first of these vessels supports the propelling engine, the power of which is
transmitted to the drums of this vessel by means of cranks and connecting rods.
The propelling power is transmitted from the first to the succeeding vessels
by any of the existing means of transmission, either connecting rods, ropes,
chains, etc.
The drums in each of the separate vessels are connected to each other by means
of cranks and connecting rods. By this arrangement each of the separate vessels is
self propelling, but it receives the propelling power from the engine on the first
vessel.
The succeeding vessels are in surplus linked to each other by means of traction
links in combination with buffers in such a manner that they are free to pass
through curves in the canals.
In passing through sluices the train of vessels is disjointed, its different parts are
passed succeedingly through the sluice, and reconnected afterwards.
The whole train can move as well forward and backward. Rudders at the end of
each vessel are provided for steering.
In some cases the steering inay, also be done by giving rotation of different
velocity or in different directions to the drums on the right and the left hand side of
the vessel.
To prevent the influence of dead points in the transmission of motion by the
connecting rods the usual means are employed, viz., cranks placed at right angles,
three throw cranks, balance weights, steel or compound air springs, etc.
The object of this Patent is not to protect the details of construction, which will
differ according to circumstances, but to insure protection to the principle of
supporting and propelling vessels by the excentrically rotating hollow drums, and
for the special mode of disposition of these drums under the vessel shown in the
plate (see Figure 1). The centre lines of the succeeding drums make different
angles with the cranks fixed on their axles.

page_text: :
As a necessary consequence of this arrangement the under sides of the drums
are tangent to a curve. The angles will be thus chosen that this curve will present
the form of a wave line, which will be perfectly symmetrical when the said angles
of the cranks and centre lines of druins increase and diminish uniformly. An
unsymmetrical form of this wave line, for instance, a line of progressive wave, may
be obtained by a different increase and diminution of the said angles. The length
of the wave line and its height or depth depend upon the eccentricity of the drums,
their number, and the distance of the two drums whose centre lines have the same
angle with their cranks. In the canal vessel the under sides of the drums of each
separate vessel form together one complete wave. The coupling of the drums of
succeeding vessels is made so that they form together a continuous wave line, as
shown in Figure 1; this is obtained by connecting links arranged in the manner
usual for coupling the wheels of locomotives on certain mountain railroads.
coupling inay also be done by toothed chains, toothed wheels, or any other of the
known means for transmission of motion.
This
The depth of immersion depends on the weight of the vescel with its load and
the combined displacement of water of the druins. The depth of immersion for a
given load and for a given number and diameter of drums will increase with the
eccentricity of the druins, or with the height or depth of the wave line, and will be
a minimum when the eccentricity is zero.
Vessels for canal navigation will be provided in general with drums of moderate
diameter and eccentricity, because of the usual depths of canals and the dimensions
of the sluices. The length of each of the vessels will depend on the number of
drums, their diameter, and eccentricity; their breadth depends on the dimensions of
the canal sluices. The speed of translation of the vessels depends on the velocity
of rotation of the drums, their eccentricity, and the number of drums which form
together one complete wave. The speed of translation for a given angular velocity
of the drums will increase with the eccentricity. A great angular velocity and a
great eccentricity will ensure great speed of translation with a given diameter of
the drums, and vice versa.
The proposed vessels will permit the use of a greater speed than is usual on
canals, because they do not generate the oblique waves so detrimental to the sides
of the canals which are caused by the canal boats in use at present. The motion
imparted to the water by the drums is a regular wave running parallel to the sides
of the canal.
For the transport of merchandise the drums will have a small eccentricity and a
small angular velocity; for the use of passengers a greater angular velocity and a
greater eccentricity of the drums will be usual. The drums may be provided with
wheel rims concentrical to the axis of rotation, which will allow them to propel the
vessel on common roads. The adoption of flanged rims to these wheels will allow
the vessels to propel themselves out of the water on rail or tramroads.
Sluices in use at present on the canals may be superseded by inclined planes, on
which the said vessels propel themselves from the lower to the higher level of the
canal. The body of the vessel may be adjusted on the axle boxes of the drum shafts
by means of springs, to ensure a smooth motion when the vessel is travelling on the
common road.
The engine placed on the first vessel may be either a steam engine or a hot-air
engine, or any sort of motor which proves most suitable or economical, but generally
the common or locomotive type of steam engine will be preferred. The vessels may
also be propelled by a stationary engine working a wire-rope transmission along the
sides or the bottom of the canal, by which the power of the engine is transmitted
to the drums, as it has been done in some instances for steep gradients on mountain
railroads (system Aqudio). The construction of the drums is made in such a way
that perfect water-tightness is obtained. Two cylindrical discs of cast or wrought
iron, brass, or steel, plain or with rims, and spokes are fixed eccentrically on the
shafts and form the bottoms of the drum; intermediate discs serve to strengthen

page_text: the outside, which is made of thin plates rivetted and soldered together; these
plates may be of iron, steel, copper, or any other metal which may prove suitable.
The drums may also be made of wood, or of wood and metal combined; in some
special cases leather, india-rubber, or silk or linen cloth made water-tight will prove
sufficient for the outer surface. The drums may be provided in some cases with
scoops or paddles, either straight or curved, fixed on the outer surface, either in lines
parallel to the shaft or in angular directions. These scoops will be strengthened by
cross plates, which will form air compartments on the outer side of the drums which
will assist the drums in floating on the water.
II. Figure Il-For the purpose of navigating on rivers and streams the train of
vessels which has been described may be used, but it will be generally preferred to
construct another kind of vessel, represented in Figure II. Be it remarked again
that protection is not asked for the outward form of the body of the vessel, but for
the principle of the excentrically rotating hollow drums used as supporting and
propelling wheels. This kind of vessel will in general be mounted on two parallel
rows of drums. The drums on the right and those on the left hand may be made
to rotate separately with different velocity or in opposite directions, to assist in
steering the vessel through curves in the river. In that case, the drums in each
row are connected to each other by cranks at right angles and connecting rods at
each end of the drum shafts.
In the Drawing in Figure.II. another arrangement is represented. The shafts
of each pair of drums are connected together, and the motion is transmitted from
one drum to another by cranks placed at right angles on the outside of the vessel.
All the drums rotate together with the same velocity, and the steering is done by
one or more rudders at the back end of the vessel.
The transmission of motion and power from the steam engine is done by cranks
at right angles and connecting rods. The number of drums in this vessel has been
made equal to the number of drums in two of the vessels for canal navigation.
By the position given to the centre line of the drums, in reference to the centre
lines of the cranks, the under side of the drums form together a curved line con-
taining two complete waves, as it is to be seen in the Figure. If the length of the
vessel is still greater, the arrangement can be made so that three complete waves
are formed by the under side of the drums, etc.
All the remarks made about the details of the drums and their construction for
vessels destined to canal navigation are equally applicable to the vessel for river
navigation. The depth of immersion for these vessels will be made according to
the depths of the rivers in which they are to navigate. For a certain weight to be
sustained, i.e., for the certain displacement of water the depth of immersion will be
less with a greater number of drums of small diameter and small eccentricity. The
depth of immersion will be greater with drums of great diameter, in less number
and with more eccentricity.
For the commercial transport with moderate speed vessels will be preferable with
a great number of drums, of small or moderate diameter and moderate angular
velocity.
For the transport of passengers with great speed a moderate number of drums
of greater diameter, more eccentricity, and a greater angular velocity will be
.preferred.
Vessels destined for mixed traffic will be arranged according to the combined
conditions of carrying power and speed. The velocity of these vessels for river
navigation will be theoretically limited only by the eccentricity given to the drums,
their diameter and the angular velocity communicated to them by the engine.
Practically, however, the speed must be limited by the conditions of river naviga-
tion and the safety for other vessels. Experience alone can indicate these limits.
In some cases, viz., the navigation of very large rivers vessels may be mounted on
four parallel rows of drums. In this case two different engines will be used to drive the
two rows of drums on the right and the left side. The details of vessels of such

page_text: large dimensions will be described in the following paragraph-The drums of
these vessels for river navigation may be provided with wheel rims concentrical to
the shafts. These rims will be of use in passing shallow places, sandbanks, etc., to
protect the circumference of the drums, and will allow the vessel to climb up the
Hat shores of the river or any inclined plane suitably arranged. These vessels so
arranged may be used on ordinary roads and on tram and railroads, when the
wheel rims are suitably provided with flanges and when the carriage is mounted
on the axle boxes by means of springs.
For travelling on the ice the body of the vessel is mounted on sledges, and two
or more of the shafts with their wheels are used as propelling wheels armed with
projecting pins.
III. Figure III.-The third class of vessels is destined for sea navigation. Be
it remarked once more that it is not the outward form of the vessel which is
patented, but the principle, to support and propel the vessel by eccentrically rotating
hollow drums on which the body of the vessel is mounted.
For small inland seas and lakes the vessels will be provided with two parallel
rows of drums each in such number that the curved line formed by the under side
of the drums contains two complete waves. In this case the right and left hand
rows are made to revolve independently of each other. By giving them different
velocity or a rotation in opposite direction it will be possible to effect the steering
of the vessel by means of the engines. The drums in each of the left hand row
and of the right hand row are connected by cranks at right angles and connecting
rods. Two separate engines are provided, one for the right and one for the left
hand row of drums.
The power of the engine is transmitted to the drums by connecting rods, with
cranks at right angles to avoid dead points. This arrangement is not represented
in the Drawing because a more complete arrangement is represented in Figure III.
This vessel is destined for navigation on the ocean, and is designed accordingly of
great dimensions. It is supported on four rows of drums; the two centre rows are
cylinders, the outside rows have the form of truncated cones.
In some cases the outside cylinders will be cylindrical also. The two rows on
the right hand side of the vessel are all connected together by means of three throw
cranks and connecting rods, by which arrangements the influence of dead points is
obviated. They are connected to a steam engine by the same means.
The arrange-
inent for the drums on the left hand side is exactly the same.
The two separate
sets of drums can thus be made to rotate separately and in opposite direction,
which facilitates the steering and allows it to be done by means of the drums
themselves.
The two
Rudders are also provided at the back end of the vessel
engines can be coupled together by any of the known and existing means in such
a manner that the two wave lines formed by the under side of the drums coincide.
The construction of vessels provided with three, five, or six, or any number of
parallel rows of drums or of only one single row of drums, is included in this
Patent. The length of the vessel and the number of the drums ensure that the
undulating line formed by the under side of the drums forms at least two complete
waves, in some cases three or more.
Generally the angles between the cranks and the centre line of the drums will
increase and diminish uniformly, so as to form a symmetrical wave line. But
the form of a progressive wave can be obtained by periodically increasing and
diminishing the said angles, which arrangement is included in this Patent. The depth
of immersion is dependent, as in the other vessels, on the weight supported and the
total displacement of all the drums together. The depth of immersion for a given
displacement of water will increase with the size of the drums and their eccentricity
and inversely with their number.
The velocity of progression of the vessel will be dependent on the angular velocity
of the drums, and on the eccentricity which can be greater with large than with small
drums. The length of the vessel when the breadth is constant will increase with
the diameter of the drums for a given displacement..

page_text: For commercial transit a moderate diameter of the drums, a great breadth of the
vessel, a small eccentricity, and an average angular velocity will be useful.
For express transport of passengers drums of large diameter, great eccentricity,
⚫ and considerable angular velocity with moderate breadth of vessel will be necessary.
The intermediate types for mixed traffic will have the required dimensions
according to their destination. The velocity intended for these vessels on the sea is
to be at least the velocity of express trains ou railways of fifty or sixty miles an
hour this velocity will represent a threefold or fourfold increase of what is in use
at present on the sea, and will reduce the passage from Ireland to America to
two days. The velocity that can be attained is limited only by the number of
revolutions that may be given to the drums. It is therefore intended to arrange
the dimensions of the drums and of the engine in such a manner that velocities
double of the express trains on railroads, and more than that may be obtained.
.
The conical form given to the outside drums is chosen to facilitate the progression
of the vessel through the waves on the surface of the sea, and to permit a certain
rolling motion. It is not intended that the vessel shall also follow the motion of
the sea waves in the longitudinal direction of the vessel.
By means of its great mass and high velocity the vessel is intended to pierce the
waves, and to tunnel its way through them, making the vessel to progress steadily
in a straight line independently of winds and waves. Keel plates fixed to the
vessel either in the midst or on the sides will be used to protect the vessel from
leeward action of the wind and waves. Moveable boards will be used for the same
purpose for vessels destined to canal and river traffic.
The body of the vessel used for the passengers and the equipage is made of
entirely water-tight compartments which can be entered only from the top, as is
shown in the Drawing. Lighting and ventilating is partly done from the top and
suitable accomodation for passengers is made inside. The engine room is provided
for in the same manner, and is in direct communication with the commander on the
top of the vessel.
The handles for starting and stopping the engines and moving the rudders are all
under the commander's hand on the top, and allow the starting, stopping, and
steering to be done from there. The front, middle, and end of the body of the
vessel is made of a conical form to facilitate the piercing through the waves, and
allow the water to run down immediately when any wave passes over the vessel.
Each compartment is raised at the back end above the succeeding one for the
purpose of lighting and ventilating.
In fair weather the passengers can circulate all around on the deck, and in foul
'weather nobody is on the outside, except the commander and his helpmates, who
are covered by the hut on the top.
The framework of the vessel is constructed with regard to strength and lightness.
In the midst a longitudinal frame forms the backbone of the vessel to which cross
frames are fixed. These cross frames support on each side a hollow beam placed
between the drums, in which the connecting rods and the three throw cranks are
lodged. These same cross frames support the outside longitudinal frames which
bend round the front and back end of the vessel, and being united to the backbone
frame form the stem and the stern of the vessel. The whole of this framework is
made on the principle of lattice bridges. The material used will be wrought iron
and steel according to circumstances. The floor of the vessel is forined in the first
place by horizontal diagonal ties to strengthen the framework, and to prevent the
'working loose of its different parts. A wooden and partly in the engine room-iron
floor forms the platform on which the cabins and the further parts of the vessel are
built. Be it remarked once for all that the details of this framework, and of the
bedy proper of the vessel is not the object of this Patent, but the principle of
supporting and propelling the vessel by the eccentrically rotating hollow drums.
It is neither intended to describe at length the special uses for which these vessels
inay be destined either of peaceful or warlike nature; but it will be necessary to
remark that this Patent covers the use not only of cylindrical drums, but of rotating

page_text: hollow drums of elliptical or any other form of cross section which may be useful,
and of any form of longitudinal section which may be necessary. In some cases
annular drums will be used.
This Patent is intended to include other varieties of arrangement which were
mentioned in the Provisional Patent, and which may be described as follows:-In
the vessels represented in the Drawing all the centres of the drums are placed in
one straight line.
In some cases it may be preferable to place these centres on undulated lines, and
to make the drums to revolve on their own centres or eccentrically. Special
Drawings of this arrangement are not given because the principles followed are
illustrated sufficiently in what precedes.
This Patent includes also the construction of ships not mounted on drums of any
kind, but the bottom of which is formed in a longitudinal direction according to an
undulated surface in order to allow the displacement of the water to take place under
the vessel instead of along its sides.
The ships with undulated bottoms are made of wood or iron, or of steel, and the
details of construction do not differ from the construction of ordinary ships; they
are propelled by wind or steam, by paddles or water power, etc., etc.
This Patent includes the transformation of existing vessels either to give them an
undulated bottom or to mount them on eccentrically revolving hollow drums, or to
provide them with these drums on the sides or at the front or at the back end.
The principle of eccentrically rotating hollow drums will be applied also to the
construction of water velocipedes, lifeboats, saving rafts, vessels for landing purposes,
pontoons for the crossing of large streams, torpedo vessels, transportable vessels for
the exploration of new countries, vessels for use in marshy places which allow
neither carriages nor ordinary boats, for dredging machines, etc., etc.
In every one of these cases application is made of the principles laid down in this
Patent, viz., the construction of vessels with undulated or undulating bottoms
which may in general be resumed in the single denomination wave ships.
In witness whereof, I, the said Sydney Pitt, have hereunto set my hand
and seal, this Thirty-first day of May, in the year of our Lord One thousand
eight hundred and seventy-seven.
SYDNEY PITT. (L.S.)