IMPROVEMENTS IN MECHANISM FOR PROPELLING SHIPS AND OTHER VESSELS
Year: 1881

page_text: LETTERS PATENT to Edwin Ambrose Brydges, of the Firm of Brydges and
Co., Engineers and Patent Solicitors, of 73, Koeniggraetzer Strasse, in the
City of Berlin, in the German Empire, for an Invention of "IMPROVEMENTS
IN MECHANISM FOR PROPELLING SHIPS AND OTHER VESSELS." A commu-
nication by Johann Benedict Merkl, of the City of Berlin aforesaid.
PROVISIONAL SPECIFICATION left by the said Edwin Ambrose Brydges at
the Office of the Commissioners of Patents on the 13th July 1881.
EDWIN AMBROSE BRYDGES, of the Firm of Brydges and Co., Engineers and
Patent Solicitors, of 73, Koeniggraetzer Strasse, in the City of Berlin, in the
German Empire. "IMPROVEMENTS IN MECHANISM FOR PROPELLING SHIPS AND
OTHER VESSELS." A communication by Johann Benedict Merkl, of the City of
Berlin aforesaid.
This Invention relates to improvements in mechanism for propelling ships and
other vessels, and serves as substitute for the present paddle wheel and screw
arrangements.
This said mechanism consists of the combination of a considerable number of
oars or paddles with suitable flaps, which said flaps open as soon as the said
paddles or oars are moved forward or in like direction with the course of the ship
or vessel, but press with their entire surface against the water when moved in the.
opposite direction or towards the stern of the vessel.
It is evident that a considerably higher pressure can be brought into operation
than is possible with the paddles of the paddle wheel steamers or the screw of
screw steamers, and that consequently increased speed is attained.
In order to still further increase the action of the paddles the same are arranged
at such depth that the lower edge of the same are only 3 feet and at most 6 feet
from the keel, although the same can as a matter of course be located in a more
elevated position without departing from the tenor of my Invention.
It is preferred to fix or attach the entire number of paddles considerably below
the lower water line, so that no part of the mechanism, even in the greatest storm
and heaviest waves, comes above the surface of the water.

page_text: This is an enormous advantage when compared with the well known arrange-
ments of the paddle wheels or propeller screw. The ship or vessel provided with
my mechanism moves so evenly and absolutely correct that it is evident, even to
those little acquainted with nautical matters, that my present Invention is an
enormous progress in the art of navigation. The mechanism is further so arranged
that one side of the system can be stopped, and the ship or vessel turned around
its central axis with scarcely any forward movement of the same; in fact, the
operation of the one side of the mechanism alone is so powerful that all drifting of
the ship or other vessel is prevented, and this action is still further increased when
the action of the one side is reversed.
By means of suitable mechanism the entire number of paddles or oars can
be reversed for backing almost instantaneously, i.c., they receive a part revolution
equal to 180°.
Instead of placing this mechanism on each side of the ship or vessel, the said
mechanism can be so arranged in the centre of the ship that all the parts are
perfectly protected.
In order to accomplish this method of construction it is proposed to either run a
channel the entire length of the ship, or so open up the central part of the said
ship or vessel that space is provided for the paddle mechanism.
With screw steamers of newer construction the mechanism never reaches a like
breadth with the board, but, on the contrary, remains considerably within the
same, so that if a vertical line is struck from each side of the said board the
mechanism always remains at least a yard on each side within these lines.
It is evident that a ship or. vessel provided with the aforenamed mechanism
attains a much greater speed, possesses an enormously increased manoeuvering
capacity, and that in case of collision the mechanism will not be injured.
The paddles or oars can be arranged in one, two, three, or more rows, according
to requirements, but it is preferred to employ a double row because a more equable
movement of the ship is attained thereby.
When one row of paddles or oars is moved forward, the second row is moved to
the rear, so that an equable pressure is constantly being exercised.
Instead of using the paddles or oars with a large number of flaps, oars or paddles
with two wings can be employed. During the forward movement the wings are
almost closed, but on moving to the rear the wings are instantly opened, and press
with their entire surface against the water.
These winged paddles or oars are specially suitable for employment with-river
steamers.
The reversing mechanism is also employed with these paddles or oars, as is the
case with ocean steam ships.
The number of paddles or oars are arranged according to the size of the vessel
and the power of the engine.
As the mechanism is arranged considerably below the surface of the water, the
same is never subjected to the blows of the waves, and is consequently not so easily
damaged as the wheels of paddle steamers or the screws of screw steamers, which
are exposed to the full force of the waves when the sea runs high, as the wheel and
also the screw protrudes at times above the surface of the water or waves.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Edwin Ambrose Brydges in the Great Seal Patent Office on the
13th January 1882.
EDWIN AMBROSE BRYDGES, of the Firm of Brydges & Co., Engineers and
Patent Solicitors, of 73, Koeniggraetzer Strasse, in the City of Berlin, in the
German Empire.
"IMPROVEMENTS IN MECHANISM FOR PROPELLING SHIPS AND
OTHER VESSELS." A communication by Johann Benedict Merkl, of the City of
Berlin aforesaid.
This Invention relates to improvements in mechanism for propelling ships and
other vessels, and serves as substitute for the present paddle-wheel and screw
arrangements. My said mechanism consists of the combination of a considerable
number of oars or paddles with suitable flaps, which said flaps open as soon as the
said paddles or oars are moved forward or in like direction with the course of the
ship or vessel, but press with their entire surface against the water when moved in
the opposite direction or towards the stern of the vessel. It is evident that a
considerably higher pressure can be brought into operation than is possible with the
paddles of paddle-wheel steamers or the screw of screw steamers, and that
consequently increased speed is obtained. In order to still further increase the
action of the paddles the same are arranged at such depth that the lower edges of
the same are only three feet and at most six feet from the keel, although the same
can as a matter of course be located in a more elevated position without departing
from the tenor of my Invention. I prefer to fix or attach the entire number of
paddles considerably below the lower water line, so that no part of the mechanism,
even in the greatest storm and heaviest waves, comes above the surface of the
water. This is an enormous advantage when compared with the well known
arrangements of the paddle wheels or propeller screw. The ship or vessel provided
with my mechanism moves so evenly and absolutely correct that it is evident even
to those little acquainted with nautical matters that my present Invention is an
enormous progress in the art of navigation. The mechanism is further so arranged
that one side of the system can be stopped and the ship or vessel turned around
its central axis with scarcely any forward movement of the same; in fact, the
operation of the one side of the mechanism alone is so powerful that all drifting
of the ship or other vessel is prevented, and this action is still further increased
when the action of the one side is reversed. By means of a suitable mechanism
the entire number of paddles or oars can be reversed for backing almost
instantaneously, i. c., they receive a part revolution equal to 180°. Instead of
placing this mechanism of each side of the ship or vessel the said mechanism can
be so arranged in the centre of the ship, so that all the parts are perfectly protected.
In order to accomplish this method of construction I propose to either run a
channel the entire length of the ship, or so open up the central part of the
said ship or vessel that space is provided for the paddle mechanism.
With screw
vessels of newer construction the mechanism never reaches a like breadth with the
board, but on the contrary remains considerably within the same, so that if a
vertical line is struck from each side of the said board the mechanism always
remains at least three feet on each side within these lines. It is evident that a
ship or vessel provided with the aforenamed mechanism attains a much greater speed
and possesses an enormously increased manoeuvering capability, and that in case of
collision the mechanisin will not be injured. The paddles or oars can be arranged
in one, two, three, or more rows, according to requirements, but I prefer to employ
a double row because a more equable movement of the ship is obtained thereby.
When one row of paddles or oars is moved forward the second row is moved to the
rear, so that an equable pressure is constantly being exercised. Instead of using
the paddles or oars with a large number of flaps, oars or paddles with two wings
can be employed. During the forward movement the wings are almost closed, but

page_text: on moving to the rear the wings are instantly opened and press with their entire
surface against the water. These winged paddles or oars are specially suited for
employment with river steamers. The reversing mechanism is also employed with
these paddles or oars, as is the case with ocean steam ships. The number of
paddles or oars are arranged according to the size of the vessel and the power of
the engine. As the mechanism is arranged considerably below the surface of the
water the same is never subjected to the blows of the waves, and is consequently
not so easily damaged as the wheels of paddle steamers or the screws of screw
steamers, which are exposed to the full force of the waves when the sea runs
high, as the wheels and also the screw protrude at times above the surface of the
water or waves.
In the accompanying Drawings I have shewn my Invention applied to a screw
steamer, but it is evident that the screw is no longer required. Fig. 1 is the side
view of a screw steamer with my improved mechanism attached to the same;
Fig. 2 and 2 represent in elevation and side view the arrangement of the driving
rods or rails, their connection with the arms of the oars or paddles, and with the
crank on the driving shaft; Figure 3 is a diagram of the section of a ship with
mechanism attached; Fig. 4 is a vertical section of the stuffing box which is
arranged in the interior of the ship; Fig. 5 is a view of the supports, bracings, or
bearings for carrying the gearing, and the oars or paddles; Fig. 6 is a plan or top
view of Fig. 5; Fig. 7 is a side view of the reversing gear; Fig. 8 is a plan or top
view of Fig. 7; Fig. 9 shews the supports and braces for the bearings for the said
reversing gear; Fig. 10 and 11 are representations of the paddles or oars and the
mechanism in connection with the same, partly in section; Fig. 12 shews a
modification of the paddle or oar mechanism; Fig. 13 and 14 shew a further
modification of the same; Fig. 15 shews an arrangement whereby two wings are
employed which partially revolve around a vertical axis instead of the flaps, as
above mentioned, and shewn in the Figures before referred to; Fig. 16 and 17
shew a modification of the arrangement for reversing or partly turning the paddles
or oars. A is the body of the ship; B, B, are the paddles or oars; C, C, are the
cranks; D is the driving shaft; E, E, the connecting rods between the cranks Cand
the connecting rods E and the driving rods or rails F; G (Fig. 4) is the stuffing box
for the shaft D; I is the rack, by means of which the paddles or oars are revolved
180 degrees; H is a second rack which is connected to the rack I, and which is so
provided with a hook or other equivalent L that the same can be raised and
brought into gearing with the wheel M. A pivot N is attached to the under side
of the rack H, and slides on the bearing O which is firmly connected to the body
of the ship and provided with two cavities P to receive the pivot N. The
distance between these two cavities is exactly equal to the distance which the rack
is moved in order to turn the paddles or oars half round or 180; R is a volute
spring for holding the rack H out of gearing with the wheel M; S is a plate
attached above the spring R, against which this latter presses, and which also
serves as guide for the rack. The paddles B consist of the frame b of Bessemer
steel, wrought iron, or other suitable material, to which the flaps a are attached.
The upper part of this said frame is made in the form of a muff or tube B¹, into
which the rod c fits, which said rod c is connected at d to the driving rail F. The
tubular portion B₁ of the paddle frame is provided with trunnions e, e, or their
equivalents, which turn in the bearings in the wheel V. The wheel V is extended
at the lower surface and provided with a conically shaped ring or annular
projection v, which said ring or projection revolves in a cavity w in the ring W.
This ring W is, as shewn in the vertical section, Fig. 10, of such interior diameter
that the movement of the paddles or oars is not in the least degree hemmed or
hindered. This ring W rests on the frame Y which is widened at the points
where the paddles or oars are arranged to receive the said ring W. This frame Y
is connected at several points to the side of the ship by means of the supports,
braces, or bearings Z, as shown in Fig. 3, 5, and 9, or supported in others uitable,
manner.

page_text: All parts of the mechanism towards the bows and also towards the stern are
made sharp so as to present the least possible resistance to the water. It is
evident that the form of the various parts as well as the size and number of
bearings can be modified according to the size of the ship or vessel without
departing from the tenor of my Invention. The partial revolution of the paddles
or oars can also be carried out in various manners; for instance, the said partial
revolution can be carried out by means of bevil wheels, Fig. 12, or a wire cable,
Fig. 13 and 14. If the winged oars or paddles are to be employed for slips of
large tonnage, the rear side of the same is so strengthened that the said oars or
paddles can resist the pressure of the water. It is evident from the foregoing
description and the accompanying Drawings, that at cach stroke of the driving
shaft two rows of oars or paddles are moved to the front and rear, whilst two rows
are moved in the opposite direction. The speed of the ship is increased or decreased
according to the number of revolutions of the driving shaft. The flaps a of the
oars or paddles B can be lined with cork to assist the rising of the same. All the
parts are so arranged that the same can be readily, changed eyen at sea. Although
not absolutely necessary, a galvanised or other net can be spanned over the entire
mechanism. This mechanism can be readily applied to any screw or paddle wliecl
steamer. The reversing mechanism operates as follows:-The machinist raises
the rack H by means of the hook or ring L, and a suitable cable, rope, or lever, so
that the teeth of the said rack are placed in gearing with the wheel M. In
consequence of this the rack J is moved a suitablo distance, the wheel X made to
revolve, and the oars or paddles B turned or revolved 180. This wheel X gears
into the wheel T, and the wheel T into the wheel V (Fig. 6). In this manner
both rows of oars or paddles B receive a seini-revolution or a movement equal
to 180. In order to be able to turn on the spot, one side of the arrangement is
placed out of gear, whereas the opposite side remains in full action, so that the
said ship can be manoeuvered with a rapidity not, attained by any other system.
Instead of the moveable rack H, spring R, and plate S, the wheel M or a screw
wheel of corresponding sizo can be put into gearing with the rack direct from the
machine room. In this case a suitable stop can be arranged so that the wheel
after revolving the paddles or oars 180 or half a turn automatically ceases to act.
A pivot or projection a' which moves in the cam groove b' on the interior surfaco
of the muff c is attached to the shaft D. This muff c¹ is not revolving, but is
connected at the one end to a revolving flange d', which is connected to the
wheel M by means of a tube e', connecting rods, or in other suitable manner, or
the flange d' can be made of one piece with the tube or sheathing e¹. In normal
position the wheel M is not in connection with the rack H, which according to the
kind of wheel employed is provided with straight or inclined teeth. The teeth of
the rack on the side nearest the wheel I are bevilled off to a point, and also the
teeth to the said wheel M so as to assure the gearing of the same.
If the cam
groove is brought into connection with the projection or pivot a' on the driving
shaft D, the wheel M is brought into gearing with the rack H. As soon as the
paddles or oars B have received a semi-revolution equal to 180, the wheel Mis
automatically brought out of gear with the rack H, and the pivot or projection a¹
on the driving shaft D freed from the cam groove b¹. A pawl can be so arranged
that the pivot or projection is prevented from moving in the reverse direction, or
if it is desired no reversing of the engine need take place as the paddles or oars
can be given their semi-revolution in any desired direction by means of the cam
groove b¹
According to a further modification the wheel M can remain in
gearing with the rack H or I, and the shaft D revolve loosely in the tube, sleeve,
or sheath e', which latter is firmly connected to the wheel M until the said tube e¹
is coupled to the revolving flange d' or its equivalent, when a like action and a like
semi revolution of the paddles or oars ensues, as above described. .
Having now described the nature of my said Invention, and the manner of
carrying the same into effect, I wish it to be understood that I do not confine
myself to the exact forms or arrangement of the parts as shown in the accom-

page_text: panying Drawings, as these can be varied without departing from the tenor of
my Invention, but what I desire to claim and secure by Letters Patent is,-
1. The method of propelling ships and other vessels by means of a system of oars
or paddles, which are placed entirely under water, and attached to each side of the
said ship or other vessel, or in a channel, or cavity, or room formed in the centre of
the said ship or other vessel, so as to attain increased speed and much greater
manoeuvering capacity in combination with the devices for partially and
simultaneously revolving the entire number of oars or paddles employed, substantially
as set forth in the foregoing Specification and shewn in the accompanying Drawings.
2. The arrangement of the wheel M on the shaft D, which said wheel is in
gearing with a toothed rod or rack or its equivalent, substantially as described in
the foregoing Specification and shewn in the accompanying Drawings.
3. The combination of the paddles or oars B with the tubular upper part or
stem B¹, the arm c, and trunnions e, e, substantially as described in the foregoing
Specification and shewn in the accompanying Drawings.
4. The combination of the cranks C on the shaft D with the connecting rod E
and driving rods F, substantially as described in the foregoing Specification and
shown in the accompanying Drawings.
5. The combination of the rack H which is connected to the rack I with the
wheel or pinion M, the shaft D, the hook or ring L, and the spring R, substantially
as described in the foregoing Specification and shewn in the accompanying
Drawings.
G. The combination of the pivot or projection N with the bearing O, the
cavities P, and the plate S or their equivalents, substantially as described in the
foregoing Specification and shewn in the accompanying Drawings.
7. The combination of the rack I with the wheels X, T, and V, substantially as
described in the foregoing Specification and shewn in the accompanying
Drawings.
8. The combination of the wheels V with the rings W, the trunnions e, e, the
tubular stems B', the paddles or oars B, and arms C, substantially as described in
the foregoing Specification and shewn in the accompanying Drawings.
. 9. The combination of the frame Y with the support braces or bearings Z, the
rings W, the cavities or annular spaces w, and the conical or bevilled flange v of
the wheel V, substantially as described in the forgoing Specification and shewn in
the accompanying Drawings.
10. The combination of the projection or pivot a with the cam groove b¹, the
muff c, and with or without an arrest or pawl, substantially as described in the
foregoing Specification and shewn in the accompanying Drawings.
11. The combination of the muff c' with the flange d', the tubular connection
or sleeve e¹, the wheel M, rack H, revolving flange d', and shaft D, substantially
as described in the foregoing Specification and shewn in the accompanying
Drawings.
12. The general combination and arrangement of the parts, substantially
as described in the foregoing Specification and shewn in the accompanying
Drawings.
In witness whereof, I, the said Edwin Ambrose Brydges, have hereunto set
my hand and seal, this Eighteenth day of November, in the year of our
Lord One thousand night bundred and sights ann