IMPROVEMENTS IN THE CONSTRUCTION OF NAVIGABLE VESSELS, AND IN THE MODE OF AND MEANS FOR PROPELLING THE SAME, PARTS OF WHICH IMPROVEMENTS ARE APPLICABLE PROVISIONAL SPECIFICATION
Year: 1880

page_text: LETTERS PATENT to Harry Whiteside Cook, of Stondon Massey, in the
County of Essex, Gentleman, for an Invention of "IMPROVEMENTS IN THE
CONSTRUCTION OF NAVIGABLE VESSELS, AND IN THE MODE OF AND MEANS
FOR PROPELLING THE SAME, PARTS OF WHICH IMPROVEMENTS ARE APPLICABLE
PROVISIONAL SPECIFICATION left by the said Harry Whiteside Cook at
the Office of the Commissioners of Patents on the 13th August 1880.
HARRY WHITESIDE COOK, of Stondon Massey, in the County of Essex,
Gentleman. "IMPROVEMENTS IN THE CONSTRUCTION OF NAVIGABLE VESSELS AND
IN THE MODE OF AND MEANS FOR PROPELLING THE SAME, PARTS OF WHICH
IMPROVEMENTS ARE APPLICABLE TO VESSELS OF ORDINARY CONSTRUCTION."
My first improvement relates to the construction of vessels whereby increased
speed may be obtained. To this end I construct a twin vessel of peculiar shape
and its form will be readily understood by imagining a vessel of ordinary build
divided vertically in the plane of its keel, the flat portions produced by this divison
being planked over and rendered watertight, and the relative position of the two
halves being reversed, so that the flat sides will be on the outside, the two curved
sides lying adjacent to one another. Two such half vessels I brace together to
form a twin-ship having a clear water way running throughout its length, and tho
stern lines of the two halves I so proportion as to utilizo the waves thrown against
them by the bow lines of the two halves, for the purpose of aiding the propulsion
of the twin ship.
A vessel thus constructed throws off on the outside no water at all, and the violent
agitation in the mid-ship channel is expended against the stern lines, no vestige of a
wake being left. Such vessels may therefore be driven at a high speed without
injury to the banks of rivers, and waste none of their engine or sail power in
dashing off the water from their external bows, as is the case in vessels of the
usual construction.
My second improvement relates to the propulsion of such vessels by air, and for
this purposo I prefer to make the flat sides tend slightly outwards throughout their

page_text: whole length, and the inner curves may also be slightly elongated so as to procure
greater breadth in the after parts, and I provide a continuous supply of compressed
air and allow it to escapo beneath the two halves of the twin ship just where the
stern lines begin to slope upwards, placing diaphragms on either side to prevent
lateral dispersion. The air rising by its own buoyancy, and also expanding as it
rises, presses against the after lines of the vessel, which slips as it were over a bed
of air and is thus driven forward.
The escape of air is regulated by suitably placed valves. The air employed may
bo either cold air drawn from the external atmosphere, or hot air from the smoke
box, but in the latter case I provide a hot jacket for maintaining the temperature
of the hot air, and thus prevent shrinkage of these gases and consequent loss of
propelling power.
This jacketting I arrange as follows :—
I line the space up which the gases pass with a horse shoe shaped pipe, through
which I cause the heated gases from the smoke box to pass before they are
compressed, so that when they escape they find themselves surrounded on all sides
but the lower, which is the least important side, by metal hotter than themselves.
Owing to the very low specific heat of the gases of combustion, and to the fact
that when steam jets are used the steam will also suffer condensation, this
precaution is absolutely necessary in the case of hot air, but it may also
advantageously be employed when cold air is used, since this is otherwise slightly
chilled by expansion, and moreover any heat that can be imparted to the air while
doing its work necessarily increases its efficiency.
For compressing the air or gases I prefer to use steam jets, it being one great
advantage of air propulsion that it can be effected without the use of any
machinery whatsoever, whereby not only is the cost and maintenance of the
engines and engineers avoided, but there are no moving parts to get out of order,
nor is there any vibration.
Where hot air is used it is, after passing through the jackets, simply forced by
the aid of steam jets or the most efficient injectors into a receptacle, whence it is
allowed to escape as above described. When cold air is employed a surface-
condenser (fed by an injector) may be used. This condenser is placed inside the
receptacle and the water of condensation sinks into a well furnished with a ball
cock, by means of which it is allowed to escape as it collects and may be returned
to the boiler.
This mode of propulsion is vastly superior to the screw in efficiency, the latter
wasting perhaps half its power in overcoming friction and in centrifugally
scattering the water. Under my system, which may also be applied to vessels of
the ordinary type, there is practically no friction; there is no scattering of the
water, which is driven straight backwards, while the continuous escape of large
volumes of gas fills up the space which a vessel leaves behind her, and prevents her
from dragging the water after her. A great saving in space and weight is thus
effected by dispensing with the engine, and an advantage is gained by having no
screw to get fouled or impede the progress of the ship when under sail.
Another important advantage lies in the matter of steering, which can in general
be entirely effected by opening the larboard and starboard escape valves, a matter
of especial importance when the vessel is under sail. To appreciate the value of
this point, it must be borne in mind that when steering with a rudder, a ship is
only kept on her course by deliberately retarding the progress of one side, and
thus practically annihilating a very large percentage of the power developed by
the sails. In order to use this means of steering when the ship is not steaming, I
provide a separate boiler, by which, at a small expenditure of coal, the wasteful
use of the rudder may be avoided. A small boiler may in like manner be applied
to effect the steering of sailing vessels.
For the purpose of backing I prefer to use a simple high pressure steam jet
direct from the boiler, which, if generously used, is highly efficient. It is of course
an extravagant way of moving the vessel, but in the small shunting operations in

page_text: harbor the consumption will be quite trifling, and in case of expected collision a small
waste of steam is of no importance, while it is extremely simple, and not only does
not interfere, as does a screw, with the steering of a vessel when backing, but may
be used as a very efficient mode of turning a ship on its own centre. The steam
ducts should be taken to either side of the vessel, and should terminate at points
where the lines are parallel to the keel, the steam being emitted as nearly as may
be in a forward direction, and the oval orifice through which it escapes being closed
by a balance throttle valve.
My third improvement consists in utilizing the pitching and rolling of a vessel
for the purpose of propelling the same. For this purpose the keel is extended aft,
widening out in the form of a flat fish tail. This appendage is either made elastic in
itself, or is attached by springs, which hold it normally in a horizontal position,
but allow it, as the stern falls and rises, to take the curve necessary to render it a
propeller.
The right and left hand side of the tail should be separate and independent, so
as to be acted upon not only by the pitching, but also by the rolling of the vessel.
In the case of twin vessols constructed on the plan above described, the spring
appendages may be placed between the two halves, and in vessels of the usual
construction they may be placed one on each side of the keel, so as not to extend
beyond the taffrail, or increase the harbor space.
The rolling may be further utilized by similar spring appendages attached to
perpendiculars from the ship's side below the water line. For each such propeller
two such perpendicular supports are necessary. These must be so hinged to the
side of the vessel that they can at will be lifted out of the water together with the
propelling blades attached to them, when the whole will be flat against the side of
the vessel. The propellers lie flat on the two said perpendicular supports
extending aft beyond them, and the supports are stayed to the bulwarks, or in that
direction, by stays which should be slightly buffed, say with india-rubber rings, to
prevent jar, but the stay of the after support should be considerably moro elastic
than the fore one, thus allowing the part of the propeller joining the two supports
to take the angle requisite to convert rolling into propulsion. It will be obvious
that propellers so arranged will only work when the side of the ship is rolling
upwards; they may be made double acting by tying them to the keel. So
furnished, a vessel can in fairly rough weather be steered straight in the face of
the wind.
It may be observed that the potential energy of a ship pitching and rolling in a
rough sea is enormous, and a great part of that power is utilized by this improve-
ment, while the pitching and the rolling of the vessel are of course proportionately
diminished.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Harry Whiteside Cook in the Great Seal Patent Office on the
12th February 1881.
HARRY WHITESIDE COOK, of Stondon Massey, in the County of Essex,
Gentleman. "IMPROVEMENTS IN THE CONSTRUCTION OF NAVIGABLE VESSELS AND
IN THE MODE OF AND MEANS FOR PROPELLING THE SAME, PARTS OF WHICH
IMPROVEMENTS ARE APPLICABLE TO VESSELS OF ORDINARY CONSTRUCTION."
The first of my improvements relates to a peculiar construction of vessel, tho
general shape of which will be readily understood by imagining a vessel of ordinary
build divided vertically in the plane of its keel, the flat portions produced by this
division boing planked over and rendered watertight, and the relative position of
the two halves being reversed so that the flat sides will be on the outside, the two
curved sides lying adjacent to one another. Two such half vessels I brace together
to form a twin ship having a clear water way running throughout its length, the
stern lines of the two halves being so proportioned as to utilize the waves thrown
against them by the bow lines of the two halves for the purpose of aiding the
propulsion of the twin ship.
This method of construction will be understood on reference to the accompanying
Sheet of Drawings, wherein Fig. 1 is a plan view; Fig. 2, a side elevation;
Fig. 3, an inverted plan view; Fig. 4, an end view of the stern, and Fig. 5 an end
view of the bows of such a vessel, A, A, being the two halves rigidly braced
together, the flattened portion of each half lying on the outside; B is the super-
structure of the twin ship, which overlies the two halves of the hull and also the
clear waterway between them. The roof of the midship channel thus formed should
preferably rise towards its centre so as to allow room for the rising wave of water
as it passes the narrows.
A vessel thus constructed throws off on the outside no water at all, and the
violent agitation in the midship channel is expended against the stern lines, no
vestige of a wake being left. Such vessels may therefore be driven at a high spoed
without injury to the banks of rivers, and waste none of their engine or sail power
in dashing off the water from their external bows, as is the case in vessels of the
usual construction.
In order to effect the propulsion of such vessels I provide a continuous supply
of compressed air, and allow it to escape beneath the two halves of the twin ship
just where the stern lines begin to slope upwards.
The manner in which the compressed air is utilized for the propulsion of vessels
of this type is shewn in Figures 1 to 4, in which C, C, are inclined passages, at the
lower end of which compressed air is discharged; c is the pipe conveying the com-
pressed air, and serving to form the top and sides of each of the passages C. This
pipe, where it overlies the passage C, is shaped in section like an inverted U
(see Figures 6), the hollow sides thereof preventing the lateral dispersion of the
compressed air, which, rising by its own buoyancy, and also expanding as it rises,
presses against the after lines of the vessel, which slips as it were over a bed of air
and is thus driven forward.
The escape of air is regulated by suitably placed valves c'. The air employed
may be either cold air drawn from the external atmosphere or hot air from the
smoke box, but preferably a combination of the two.
The temperature of the compressed air as it rises by the passages C is maintained
by reason of its passing through the U-shaped pipe c before being discharged. It
finds itself therefore as it rises surrounded on all sides but the lower, which is the
least important side, by metal hotter than itself.
Owing to the very low specific heat of the gases of combustion, and to the fact

page_text: that when steam jets are used the steam will also suffer condensation, this precaution
is absolutely necessary in the case of hot air, but may be advantageously employed
when cold air is used, since this is otherwise slightly chilled by expansion, and,
moreover, any heat, that can be imparted to the air while doing its work necessarily
increases its efficiency.
This method of propelling vessels as applied to hulls of the ordinary construction
will be seen on reference to Figures 7, 8, and 9, wherein the same letters of
reference as I have already used indicate like or similar parts.
In Figures 6 the passage C and its connections are shown on an onlarged scale,
in cross section, longitudinal section, and inverted plan view, the valve c¹ being
omitted in the latter view.
For compressing the air or gases I prefer to use steam jets, it being one great
advantage of air propulsion that it can be effected without the use of any machinery
whatsoever, whereby not only is the cost and maintenance of engines and engineers
avoided, but there are no moving parts to get out of order, nor is there any
vibration.
Where hot air is used it is, after passing through the jackets, simply forced by
the aid of steam jets or the most efficient injectors into a receptacle, whence it is
allowed to escape as above described. When cold air is employed a surface condenser
(fed by an injector) may be used. This condenser is placed inside the receptacle,
and the water of condensation sinks into a well furnished with a ball cock, by
means of which it is allowed to escape as it collects, and may be returned to the
boiler.
I have above stated that by preference I employ a combination of air drawn
from the external atmosphere and hot air from the smoke box.
At Figures 10 and 11 I have shown one arrangement of apparatus for providing
an efficient supply of such air at a suitable temperature.
In these Figures F is a boiler in which steam is generated; f is a pipe conveying
the said steam to an injector f¹. The external air is forcibly driven by the steam
jet of the injector into the surface condenser h, provided with a suitable collector /¹
furnished with a ball cock for running off any water which may collect, and
returning it to the boiler.
From this condenser h two pipes i, k, lead, the one to the fire box G, the other
to the smoke flue g. The compressed air passes by the pipe i into the fire box G
(which is supplied with fuel by the arrangement of hopper L and chamber M fitted
with conical valves l, m,) and supplies the air necessary to support combustion,
after which the now heated compressed air passes off with the products of com-
bustion by the flue g, after uniting with the cold compressed air which enters the
flue g by the pipe k.
A throttle valve g' serves to open or close communication with the outer air, and
by its means combustion may be carried on when desired, without necessarily
discharging the compressed air beneath the stern lines of the vessel.
The compressed air thus blended to a moderate temperature is ready for use, and
passes direct from the flue g to the pipe c, and is discharged low down near the
bottom or keel of the vessel, and rises to the surface of the water through the
passages C, C, (see Figures 1 to 9 inclusive).
Thus the heat which usually escapes up the chimney is here utilized in the
propulsion of the vessel.
This mode of propulsion is vastly superior to the screw in efficiency, the latter
wasting perhaps half its power in overcoming friction, and in centrifugally
scattering the water. Under my system, which may also be applied to vessels of
the ordinary type, there is practically no friction; there is no scattering of the
water, which is driven straight backwards, while the continuous escape of large
volumes of gas fills up the space which a vessel leaves behind her, and prevents
her from dragging the water after her. A great saving in space and weight is thus
effected by dispensing with the engine, and an advantage is gained by having no
scrow to get fouled or impede the progress of the ship when under sail.

page_text: Another important advantage lies in the matter of steering, which can in general
be entirely effected by opening the larboard and starboard escape valves c¹, c¹,
a matter of especial importance when the vessel is under sail.
In order to use this means of steering when the ship is not steaming I provide a
separate boiler, by which at a small expenditure of coal the wasteful use of the
rudder may be avoided. A small boiler may in like manner be applied to effect
the steering of sailing vessels.
For the purpose of backing I prefer to use a simple high pressure steam jet direct
from the boiler, which if generously used is highly efficient.
The steam ducts should be taken to either side of the vessel, and should terminate
at points where the lines are parallel to the keel, the steam being emitted as nearly
as may be in a forward direction, and the oval orifice through which it escapes
being closed by a balance throttle valve.
The third head of my Invention relates to a novel method of utilizing the
pitching and rolling of a vessel for the purpose of propelling the same.
For this purpose the keel is extended aft widening out in the form of a flat fish
tail (see Figures 12 and 13). This caudal appendage N may be made elastic in
itself or be attached by springs, which will hold it normally in a horizontal
position, but allow it as the stern falls and rises to take the curve necessary to
render it a propeller.
The propeller N is shewn in the Drawing as attached to a hinged prolongation of
the keel or horizontal support n', capable of being lifted up close to the stern of the
ship when not in use.
The propeller N is provided with an extension piece n, which rests against the
underside of the horizontal support n', and only permits of the propeller folding
upwards. Thus when the vessel pitches and the stern rises, the water will bear
upon the upper surface of the flexible propeller, and tend to drive the vessel
onwards; but when the stern falls the propeller will be free to rise, and will offer
no resistance to the water. Thus any tendency which the vessel may have to bury
her bows in the waves will be obviated.
The right and left hand sides of the tail are separate and independent, so as to
be acted upon not only by the pitching, but also by the rolling of the vessel.
In the case of twin vessels constructed on the plan above described, the spring
appendages may be placed between the two halves, and in vessels of the usual
construction they may be placed one on each side of the keel, so as not to extend
beyond the taffrail, or increase the harbour space.
At Figures 14 to 16 I have shown the mode of applying similar spring
appendages to the sides of a vessel, so as to utilize the rolling thereof in effecting
its propulsion; Fig. 14 is an end viow of a vessel thus fitted; Fig. 15 is a side
elevation of a row of these spring appendages (the arrow indicating the direction in
which they are intended to force the vessel), and Fig. 16 is a plan view of a vessel
with these spring appendages applied.
0, 0, 0, represent flexible blades or fins rigidly secured at the points o, o, to the
booms 2, rigged out one on each side of the vessel by stays p'.
As the vessel rolls these flexible blades O, O, on each side of the vessel will be
pressed upon alternately by the water, and caused to drive the vessel forwards.
When in barbour the booms p, together with the several blades O attached
thereto, may be folded upwards against the sides of the vessel. Thus both the
rolling and pitching of the ship may be utilized in effecting its propulsion. The
stays p will be preferably buffed with rubber to prevent jarring.
It may be observed that the potential energy of a ship pitching and rolling
in a rough sea is enormous, and a great part of that power is utilized by this
improvement, while the pitching and the rolling of the vessel are of course
proportionately diminished.
Having now set forth the nature of the said Invention of "Improvements in the
Construction of Navigable Vessels, and in the Mode of and Means for Propelling
the same, Parts of which Improvements are Applicable to Vessels of Ordinary

page_text: Construction," and explained the manner of carrying the same into effect, I wish it
to be understood that under the above in part recited Letters Patent I claim,―
First. Constructing twin-ships, substantially in the manner and for the purpose
herein shewn and described.
Second. The means herein set forth and described with reference to the
Drawings for propelling vessels by the discharge of air under compression,
preferably heated, such air being caused to rise beneath one or more channels,
and its temperature being determined or maintained by that of the pipe which
forms a hollow top and sides to the said channel.
Third. The construction and arrangement of flexible propeller blade and side
blades, substantially as herein shewn and described, whereby I am enabled to
utilize the pitching and rolling action of a vessel as a means for propelling the
same.
In witness whereof, I, the said Harry Whiteside Cook, have hereunto set my
hand and seal, the Ninth day of February, in the year of our Lord One
thousand eight hundred and eighty one.
TT
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