Means of Preventing Friction between the Sides of Ships and the Water.
Year: 1894

page_text: ate of Application, 6th Mar., 1894-Accepted, 5th May, 1894
COMPLETE SPECIFICATION.
Means of Preventing Friction between the Sides of Ships and
the Water.
I, JOHN THOMAS of No. 2142 North Ninth Street, City of Philadelphia,
State of Pennsylvania, United States of America, Superintendent of Stone Works,
do hereby declare the nature of this invention, and in what manner the same is
to be performed, to be particularly described and ascertained, in and by the
following statement :-
My invention has reference to means to prevent friction between the sides of a
ship and the water, and consists of certain features fully set forth in the following
Specification and accompanying drawings forming part thereof.
The object of my invention is to facilitate the passage of a ship to which it may
be applied through the water, and whereby the same amount of indicated horse-
power will propel such ship at an increased speed by reason thereof.
It is a well-known fact in marine engineering circles that after development of a
certain amount of power, requisite for the propelling of a vessel through the water
at a moderate speed, a largely augmented power is required to accomplish a
slightly increased speed. The reason for this largely increased power is the
friction between the sides of the ship and the water.
This friction carries the water forward with the ship, but at a slower rate of
speed. To illustrate, more specifically: Experiments have demonstrated that with
a ship going twenty miles an hours, two feet from the sides of the ship the water is
going ten miles an hour; four feet from the side of the ship the water is moving
two miles an hour; nine feet from the ship, one mile per hour, and so on in
diminished ratio until at a sufficient distance from the ship the water is undisturbed
by its movements. The specific object of my invention is to relieve the ship of a
portion of this friction and the suction following in its wake, and thereby gain
increased speed with the same development of power.
I accomplish the objects of my invention by providing a series of longitudinally
moving plates.
These plates move in a direction opposite to that of the ship, and intervene
These
between the sides of the plates of the ship, proper, and the water.
plates are disposed in series on either side of the ship. They are preferably
operated by a sprocket wheel, one wheel being used for each series of plates. The
sprockets are held in position by suitable bearings, which bearings are fixed to the
body of the ship. The horizontally longitudinal lines or contour of the ship are
changed that the wheels themselves present no abnormal obstruction to its passage
through the water. The sprocket wheels, and therefore the plates, are operated by
a mechanism connected with the propeller shaft of the ship, and the wheels are
operatively held together by a series of joints, as will be more specifically herein-
after described.
In the drawings like parts are referred to by marks or figures of a corresponding
kind in the different views.
Fig. 1 is a part side elevation of the rearward or aft portion of a ship having
my improvement, and a part longitudinal vertical section through the engines and
boilers, showing the connection of the former with the propeller shaft.
Fig. 2 is a horizontal sectional plan of the fore and aft section of a ship having
my improvement and showing one method of connecting the primary sprocket
wheel with the propeller shaft; the idler sprocket wheel and the plate turning
sprocket wheel, with its idler, are also shown in this view;

page_text: Fig. 3 is a part forward elevation of a ship and part section on line X X of
Fig. 2.
The sprocket wheels are indicated in elevation. The friction rollers
supporting the plates are also shown in this view in elevation beyond the section
lines.
Fig. 4 is an enlarged side elevation of the plates, with their joints.
Fig. 5 is a plan view of one of the sprocket wheels; the universal joint which
operates each successive wheel is shown in Fig. 6, this fig. being an end elevation
of one of the sprocket wheels.
Fig. 7 is the end view of the universal joint.
Fig. 8 is the longitudinal section of one of the friction rollers which support the
plates, showing also a section of the ship's plates and the pin or bolt forming the
support for the plate form friction roller.
Figs. 9 and 10 are diagrams illustrating the principles of my invention.
1 is the propeller, 2 is the propeller shaft to which the propeller is attached.
3, 3, 3, are the engine cylinders containing the operating pistons for the operating
propeller shaft. 3 is the thrust block for supporting the end of the propeller
shaft.
32, 33, 32, 32, are the foundation supports for the engines. 33, 33, 33 are the
furnaces, and 34 is the steam pipe supplying the engine cylinder with steam.
Further reference to the well known features of a steam ship is not thought
necessary here, as they form no part of my invention.
In Figs. 1 and 2 I show a double wheel actuated by connecting mechanism
between the propeller shaft and the primary sprocket wheel for operating my
plates.
In Fig. 3 I show a part bevil wheel and part belt connecting mechanism for the
same purpose.
The specific form for connecting mechanism for this purpose is not
material for the operation of my invention, and I do not confine myself to either of
those illustrated or to any other form of special mechanism for the performance of
this function.
Referring now to Figs. 1 and 2, 7 is the actuating primary spar
bevil gear, fixed
to the propeller shaft 2. Through the intermediates 5, 6 and 6³, it operates the
primary sprocket wheel 8. This sprocket wheel can be of any specific construction
consistent with the proper strength and of a shape suitable for the performance of
its function. It is best illustrated in Figs. 5 and 6, where it is shown to consist of
a peripheral angular plate 102, or series of plates, forming an integral periphery,
and supported by a series of radial arms, 10', through an integral suitable central
supporting collar, 10%. The outer face of the plates 102, 102, 10³, presents an
angular line to each other, and on the apex of the angle thus formed is fixed, in a
strong and substantial manner, a pin 52. There is a series of these pins, as is
evident, and they constitute the sprocket pins of the wheels, one pin being on the
apex of the angle formed by all adjacent plates which collectively constitute the
periphery of the sprocket wheel aforesaid. The function of these pins 52 is to
engage in the hole 19, Fig. 4, of the plates 12, 12. Therefore, as the sprocket
wheel, shown in Fig. 5, is rotated, the plates 12, 12 will be actuated. In Figs. 5
and 6 the plates forming the angular periphery of the sprocket wheel are shown as
having a greater vertical length than borizontal, and in Fig. 4 the plates 12, 12 are
shown as having a greater horizontal length than vertical. These plates are thus
shown to represent two extremes of shape, but in practice it must be clearly
understood that the pitch of the pins 52 on the sprocket wheels 10³ must correspond
to the distance between the holes 19, 19 of the united plates 12, 12 as shown in
Figs. 1 and 4. The plate thus becomes a sprocket chain. 8 is the primary sprocket
chain wheel, communicating motion to the chain which hugs it; 9 is the idler
therefor 10 the turning sprocket wheel and 11 its idler.
There is a series of these wheels, as shown in Figs. 3 and, as there is one chain
for each series of wheels, it follows there is a series of chains or plates.
In Fig. 3 is shown the vertical position these wheels occupy with respect to each
other. Now the sides of a ship do not form a vertical line, therefore it is necessary

page_text: to change the angle of each plate to a different degree. The difference in this
inclination of the plates will be regulated by the vertical curvature of the ship's
sides, but whatever is the inclination of the plates, the axes of the sprocket wheel
which actuates it must be parallel thereto, in order that the longitudinally moving
plate 12 will properly hug the side 10% of the wheel 10. Both the sprockets 8
and 10 and their idlers 9 and 11 must be constructed in accordance with this law.
Between each of the central rods 105, which support the wheels 10, 8 and 9 is a
universal joint, shown in detail only in Figs. 6 and 7. These joints permit of these
rods rotating at the necessary angle to each other. This joint consists of a pin 20,
rigidly fixed to the driving shaft 10% of the wheel which this shaft supports. The
arm 15 of the follower has a forked head 22, 22 and these forks are provided with
slots 21 in which slots the aforementioned pin 20 plays. This construction permits
of the shaft 25, which the shaft 10' actuates, occupying a varying angle in its
relation to the said shaft 10%. The dotted lines W, W indicate the variable
angular position of these two shafts. The lower end of the shaft 25 is fixed to the
shaft it actuates in the same way that the shaft 10 is fixed to the shaft 25. 25 thus
becomes the driver, and its follower is the one it actuates. In this way the entire
series of sprocket wheels are driven by one prime mover: This prime mover is the
double gear 5, shown in dotted line in Fig. 1. The wheels 8 and 10, shown in
Fig. 2, are the same in construction as are those just described.
The plates 12, 12 consist of flat sheets of steel or wrought iron of proper gauge
or thickness, each having a notch as shown in Fig. 4. When two of these plates.
are brought together these notches being in the end of said plates form in effect a
bole. This hole engages the pins 52, 53 of the sprocket wheel aforementioned..
These plates are thus held together by male and female joint plates, shown.
respectively at 17 and 16 and hinged together by the rivet 18; they are thus
adapted to hug the angular face of the sprocket wheel and idlers previously
described. The arrow A, Fig. 2 indicates the direction in which the ship is.
moving. The mechanical connection between the propeller shaft and the primary
series of sprockets 8, is so arranged that when the ship moves forward these sprockets.
will be rotated and therefore move the plates in the direction of the arrow O, Fig. 2..
Now as these plates are in direct contact with the latter and intervene between
the sides of the ship and the water, proper, friction against the sides of the ship.
will be largely reduced. The mechanism for actuating the primary sprockets 8.
should be so adjusted, as to time and speed, that the plates 12 will move rearward.
about as fast as the ship is moving forward. The effect of this will be that any
molecule of water in physical contact with such moving plate will not have its.
position materially changed, and will not be forced forward to the same degree as.
it would if this same molecule of water was in direct contact with the integral
plates forming the ship's sides. I thus minimize friction against the sides of the
ship, save fuel and gain speed.
“
Figs. 9 and 10 are two diagrammatical illustrations of the principle involved in,
my invention. In Fig. 9 Mo represents a molecule of water. Now while the ship
moves from the position indicated by the dotted line to the dotted line p, the
plate 12 will move from the position by the dotted line O2 to the place indicated.
by Mo; and as the distance from the line p' to p is equal to the distance between
the line M° to the line O, the molecule indicated by the line M will theoretically
not have changed its position, and practically have moved it but a little. It must
be considered and understood that in speaking of a molecule of water it is purely
representative, and what is true of one such molecule is true of all the body of
water in contact with the moving plates on either side of the ship. Fig. 10 is a
diagram illustrating the action of the water wherein a ship is moving, not having.
my improvement applied. In this diagram when the ship is moving from p¹ to p..
the molecule is moving from 12 to 12 and the dotted diverging lines indicate the
manner in which the water is carried forward. The arrow O in Fig. 9 indicates.
the direction in which the ship moves and the arrow O' the direction in which the.
outer plate moves. In Fig. 2 is shown at 12 and 13 respectively how the plates.

page_text: forming the sides of the vessel are shaped in horizontal sectional plan, they being
made to conform to the requirements of the sprocket wheels fore and aft of
the ship.
14¹ is
The plates, 12, 12 are held in position by a series of friction rollers 14, 14, 14,
14, 14, shown in Figs. 1 and 3 and illustrated in an enlarged view in Fig. 8.
the pin or rivet supporting the friction roller 14. This pin is rivetted into the side
of the ship in a substantial and water-tight manner. 12 and 13, Fig. 8 are the
outer and inner moving plates respectively. do not limit myself to the mere
specific details of construction as I could modify them in various ways without
departing from the spirit of my invention.
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 what 1
claim is :
1st. A vessel provided with a friction arresting plate.
2nd. A vessel provided with a laterally supported friction arresting plate and
moving or moveable in a direction contrary to the motion of the vessel.
3rd. A vessel provided with a series of friction arresting plates and means for
automatically moving said plates, substantially as described for the purpose set
forth.
4th. The combination in a means for arresting friction between the water and
the sides of a ship of a propeller shaft, an operating motor mechanism therefor,
a series of longitudinally moving plates, and having a motion contrary to that of
the ship, and arranged to move along the lateral plates thereof and a mechanical
connection between the propeller shaft and the said plates, substantially as
described for the purpose set forth.
5th. The combination in a means for arresting friction between the water and
the sides of a ship of a propeller shaft, an operating motor mechanism therefor,
a series of longitudinally moveable plates having a motion contrary to that of the
ship and arranged to move along the outer side of the ship's lateral plates, means
for supporting said moveable plates in their proper normal position and a
mechanical connection between the propeller shaft and said plates, whereby on
motion being communicated to said propeller shaft the plates are actuated
substantially as described for the purpose set forth.
6th. The combination in a means for arresting friction between the water and
the sides of a ship of a series of longitudinally moveable plates, a series of
sprocket wheels for operating said plates, one wheel for each plate, means for
automatically operating said sprocket wheel connected with the motive power of
the ship, substantially as described for the purpose set forth.
7th. A vessel provided with a moveable friction arresting means interposed
between the water and its sides, whereby friction is reduced and power rendered
more effective in the development of speed.
Doted this 6th dor of March 1901
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.