Improvements in or relating to the Propulsion and Steering of Water-borne Vessels.
Year: 1895

page_text: Date of Application, 4th Oct., 1895
Complete Specification Left, 27th June, 1896-Accepted, 3rd Oct., 1896
PROVISIONAL DIMCILICATION.
Improvements in or relating to the Propulsion and Steering of
Water-borne Vessels.
I, George QuICK, of 168 Ashville Road, Leytonstone, in the County of
Essex, Inventor do hereby declare the nature of this invention to be as
follows:-
This invention relates to an improved means of, and apparatus for, propelling
vessels, and for steering same independently of the helm.
The accompanying eight sheets of drawings illustrate the general plan and
essential features thereof, as adapted to a large ocean-going vessel, such as a
transatlantic liner.
At Figs. 1, 2 and 3 are shown two propellers on the port side: they are
represented in three relative positions, as they consecutively appear in performance
of the double stroke.
At Figs. 4, 5 and 6 the same are shown in reverse action, that is to say, as they
operate in propelling astern.
Fig. 7 represents a transverse section of a vessel, together with the actuating
gear, and propellers in perpendicular position, when their operation is most
effective.
At Fig. 9, Sheet 8, is shown on an enlarged scale one of the propellers (the aft)
supported by, and pivotted to, the upper extremity of a sliding arm and
Fig. 8 is a further enlargement of the latter.
The device is essentially a combination of the paddle and wheel, or rather,
revolving crank; and said drawings represent it as in complete form; which
generally consists of four pendent oar-like propellers, supported by vertical arms,
adjustable in side framings of considerable elevation.
In the case adduced, there are two driving crank-shafts (F-F and F-F,
Fig. 7), which are actuated by chain-gearing in connection with a common shaft
driven by engines below. Said shafts turn together, but being adjusted in
reverse relative position, the fore pair (of cranks, F) rises and falls alternately
with the aft.
Thus the united action of the set, in conjunction with the four propellers, gives
in every revolution of said shafts, a double stroke.
Such stroke is, in full working operation, repeated instantaneously: as the
forward blades drive, and then clear themselves for feathering; so the aft ones
feather, and then straighten themselves for delivery of the backward thrust.
The propellers, it will be seen, are pivotted to their respective arms (C), and in
engagement with the cranks (F), which are actuated by the gearing G, G. They
are all identical, and Fig. 9 shows clearly the propeller D, together with the
supporting arm C
The blade E is pivotted at foot of the haft, and fitted with vertical arms; and
within the radial line of said arnis are two short ones on the haft. These block
the former when they assume a vertical position, and so hold them in line with
the haft during delivery of the backward (propelling) stroke.
The blades (E) have hinged drop-flaps (Q), which are held in their normal
position (up against said blades) by taut lines (P); which pass up the bafts, and
thence to the uulleys. L. at foot of the arms. C.

page_text: sliders () in the hafts.
Said sliders are also attached to slender rods (V), which work in the tubes (T)
above them.
Said tubes are pendent from the lines (O) which pass over the top pulleys in
the hafts, and wind round the wheels (y) on the framings, A.
At Fig. 7 A and A¹ are the forward triangular framings supporting the
arms C and C¹ respectively. There is a bridge or staging athwart-ship, joining
them together.
Upon said staging are two wheels, X and X', by means of which the propellers
are manipulated.
The aft framings, A" and A, are alike constructed, and should be braced
together at the same points. They all spring from the bulwarks, and are
outwardly inclined; so that the arms (C) hold the suspended propellers at a
suitable distance from the sides.
The small landings (K) projecting from the sliding arms (Fig. 7), in conjunction
with the perpendicular ladders (m), afford a means of access to the windlasses (L),
at whatever elevation said arms may be.
At back of the top cross-picces (M) of the side framings, there are small
pinions, which engage with racks on the sliding arms. By these the latter are
supported, and the desired elevation imparted to the propellers.
The pinion engaging with the arm C", Fig. 8, is the aft terminal of a small
shaft, N, turning in bearings on the cross-piece at that point; whilst the fore
terminal of same is the small chain-wheel ".
I, Fig. 7, is an endless chain passing over and a corresponding one on the axle
of the controlling wheel X.
On the other side there is a like arrangement (I', a¹, X¹): but aft, the corre-
sponding chains, 11 and 1, extend down to the deck (B), where they pass round
the wheels Z, Z", which are the aft, whilst Z, Z, are the fore, terminals of two
parallel light shafts (a Fig. 2) turning in bearings fore and aft.
Around the latter and their fellows above, on the axles of the wheels X, X',
pass the endless chains J and J'.
The terminal cranks (F) of the driving shafts have an outward pitch, so that
their heads, formed with annular grooves, fit and work freely in the central
channels of the propellers.
The apparatus, as so constituted, operates in the following manner, viz.-
For progressive motion, the engines are started in the direction of the arrows
(Fig. 2) the wheels II, II' revolve (Fig. 7), and so through the chain-gearing,
actuate the cranks (F), the heads of which, as already explained, are in engagement
with the propellers.
At Fig. 1, the forward two are represented as in course of descent; whilst the
aft ones are in reverse position. As the former revolve, they necessarily slide
down and so press back their respective propellers, until the same reach the
perpendicular (as at Figs. 2, 5 and 7); whereupon, said cranks in ascending,
retrace their course in the chanuels; and so continue and complete the propelling
(backward) stroke.
In said stroke, the blades drop in line with the hafts, and are so held, through
their arms coming in contact with the short lateral ones on the hafts; but in the
reverse or feathering stroke, they swing backward, and are drawn up aud in that
position held by means of their back-rods in conjunction with the sliders (b) above
the crank heads in the propellers.
Said sliders perform this function in the following manner, viz.-Their normal
position being somewhat above the common plane of the driving shafts, and they
being in suspension within their respective channels (as shown in D at Figs. 2
and 5) it follows that as the crank-heads in their upward course reach them, they
are raised to the highest point of range of said cranks (as in D at Figs. 2 and 5);

page_text: and that they will necessarily descend with the same until they resume their
normal position.
As they so rise, the back-rod lines (S) are taken up, as also the blades in
connection therewith.
Thus the cranks by and through their upward sweep cause the sliders to draw
up or feather their respective blades. The drop (and consequent upward play) of
the sliders should correspond with (not to exceed) the requisite shortening of the
lines, S.
As it is necessary that such drop should remain invariable at any and every
adjustment of the sliding arms, the following automatic device is adopted for that
purpose, viz. To the tube T", Fig. 9, is attached the line O", the lower extremity
of which is secured to and wound round the pulley y. At back and forming
part of said pulley is a cog-wheel, the diameter of which is half that of the pulley.
Said cog engages with a rack or line of pins on the arm C", as indicated in Fig. 8.
Now, when said arm is raised (as it is in elevating the attached propeller), the
pins (or rack) thereon, so engaged, turn the pulley; and thus a double length of
the line O becomes paid out.
It is therefore evident that as the sliding arms (C) rise, lifting the propellers,
said lines lengthen at a suitable ratio; and so lower the attaching tubes, T: the
sliders will consequently maintain their normal distance above the driving shafts,
whilst their drop or play will remain unaltered.
For retrogressive motion, first, the engines are stopped; then the four wind-
lasses (L) are released (they being normally held by detents), so that the flaps, Q,
drop down, as at Fig. 4. Whereupon the driving machinery being started the
reverse way, the blades, in swinging forward, grip with their (now) pendent flaps
the water whilst they feather in the backward sweep, as shown at Fig. 5.
When headway is to be resumed, the propelling power is cut off; then the
lines Pare retaken up by means of the windlasses (L) and the machinery restarted,
as at first.
For steering, the wheels X and X' are manipulated, as indicated by the arrows in
the drawing, Sheet 7.
The turning of said wheels raise the sliding arms (C), together with their
respective propellers.
As they are so lifted, their grip of the water is correspondingly diminished.
The side so manipulated necessarily loses way; whilst the other side receives the
full driving force, and consequently advances with increasing celerity.
According to the drawings, the position occupied by the driving wheels (or
cranks), H, is the same as that of the shaft of ordinary paddle-wheels: therefore a
vessel so equipped can be readily converted into such a propeller as herein
described. Nor does one fitted with a screw present any structural difficulty in
the way of such conversion.
Dated this 4th day of October 1805.
GEORGE QUICK,
168 Ashville Road, Leytonstone, Essex.
COMPLETE SPECIFICATION.
Improvements in or relating to the Propulsion and Steering of
Water-borne Vessels.
I, GEORGE QUICK, of 168 Ashville Road, Leytonstone, in the County of Essex,
Inventor, 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 :-
This invention is an improved means of, and apparatus for, propelling and

page_text: steering ships, boats and the like. It furnishes the means of attaining a very high
rate of speed, probably the highest on water obtainable from any available motive
force as well as steering, with promptitude and economy, entirely independent of
the helm, without drawback or loss of momentum, such as inevitably results from
the application of the ordinary helm (which is essentially a lateral brake).
It may be actuated by any adequate motive power; and, in a simplified form,
is readily adapted to small craft; or modified to suit any description of water-
borne vessel.
By reference to the drawings appended to and filed with this Complete
Specification (namely, ten sheets, containing fourteen figs. in all), the same will be
rendered more intelligible, and the invention itself better understood.
They illustrate the general plan and essential details thereof, as adapted to
a large ocean-going vessel, such, for instance, as a transatlantic liner. More-
over, they reveal how propulsion is effected; also how the device operates in
reverse action.
Throughout the drawings the letters of reference are the same to mark
corresponding parts; and the arrows indicate the direction of travel.
This invention is essentially a combination of the paddle and wheel, or, rather,
rotary cranked shaft; and in the said drawings it is represented as in complete
form; which generally consists of four pendent-par-like propellers, supported by
vertical arms, adjustable in side framings of considerable elevation.
But it is to be clearly understood that any convenient number of such propellers
may be constructed and employed; although a set of four, in two pairs, as
illustrated, is preferable; seeing that by means of such complement, the full
motive force at command may be efficiently expended: provided of course that
the magnitude of the propellers be adequately proportionate to the driving power
applied.
At Figs. 1, 2 and 3 the port-side propellers, D and D, are shown as in three
relative positions, that is to say, as they consecutively appear in performance of
the double stroke. It is of course to be understood that the fellow ones, D' and D11,
on the other side, operate in like manner and in unison.
And at Figs. 4, 5 and 6 are shown the same as in reverse action; that is, as they
operate in propelling astern.
Fig. 7, Sheet 7, represents a transverse section of a vessel, together with the
actuating gear, and propellers in perpendicular position, wherein their operation is
most effective.
:
Fig. 9, Sheet 8, shows clearly, on an enlarged scale, one of the propellers (D"),
together with the sliding arm (C"), from which it depends whilst Fig. 8,
Sheet 7, is a similar enlargement, but showing a different view, without the
adjuncts pertaining to the action of reversal.
Fig. 10 is a partial view of the inner side of the arm C", together with the
propeller pivoted thereto. The parallel ways marked A" form part of the
supporting frame (A", Fig. 9); and said arm operates therein. The pulley Y
together with the attached line O", is a device for automatically maintaining the
suspended slider 6" (Fig. 9) in its normal position above the driving crank-
head (F); to be hereafter more fully explained. " is a back bracket on D
fitted with rollers, over and by which the descending lines O" and P pass: and
Fig. 12 is a plan of same.
Fig. 11 is a partial view of the sliding arm C", together with the cross-piece M
on the framing A" (Fig. 9). This is a back, or inner, view of same; so that the
gearing N supporting said arm (and by means of which it is adjustable) may be
clearly shown.
All the above are to be fully particularized hereafter.
Fig. 13, Sheet 9, is a side elevation of one of the propellers. Be it observed
that, in make and mode of operating, they are all alike. Said fig. shows more
clearly how they propel; also how the blades are caused to feather in the recovery
or forward swing.

page_text: And Fig. 14, Sheet 10, is a view, on an enlarged scale, of the upper part of the
preceding; and shows more clearly the automatic device, which regulates the
slider according to the varying height of the supporting arm C; and which, in
fact, is an essential part of the feathering mechanism.
On the framing A there is a combined cog and pulley, Y, with a segment
of the latter omitted, in order to show a section of the back cog in engagement
with teeth or pins on the arm C (to be hereinafter more fully described).
The line O is attached to the upper end of the tube T, and passes over the
central sheave in the haft D; thence downward to the pulley Y, and thereon
wound.
The rod V (the bottom terminal of which is the slider b) telescopes freely in the
tube T, from which it depends (as hereafter explained).
When the arm C rises, it will cause the pulley Y to turn in the direction of the
arrow; and the same will then unwind the attached line O, and so lower the
tube T, which supports the rod V, with the slider b.
And when said arm descends, said pulley necessarily turns the reverse way, and
so takes in the paid-out line.
Thus the slider b remains in the same normal position, relatively to the driving
shaft F, no matter how the arm C may be manipulated.
Before particularizing the several features of this improved device, I will here
give a concise description thereof; so that what follows may be the more easily
apprehended.
The propellers consist of two distinct parts-the hafts (D) and the blades (E),
and are pivoted to vertical arms (C), which support them. Said arms slide in
guide-ways, which form part of triangular frames (A) springing from the bul-
warks (B). The cranked ends of rotary transverse shafts, on high staging, are in
engagement with the propellers; which are fashioned with longitudinal channels
for their reception.
By reference to Fig. 13 it will be seen that the cranks (F) in revolving describe
a reciprocal movement longitudinally in the hafts (D), and so cause them to
oscillate. The dotted circle marks the orbit of the crank-heads, which, be it
understood, are grooved, so as to admit the sides of the hafts.
In describing the arc indicated by the arrow and single line, the cranks press
back the propellers, and so cause them to propel the vessel.
The blades (E) are pivoted to their respective hafts, and are furnished with
back-rods (R); which are in line (S) connection with sliders (6) pendent in the
channels of the hafts.
The normal position of said sliders is somewhat above the common plane of the
driving shafts, as already intimated, and shown by the double-lined arc in the
Fig. (13).
Now, as the crank-heads enter said arc (on right-hand side of fig.), they push up
the suspended sliders, and so feather, or draw upward towards the stern, the
blades (E) attached thereto. The cranks now press forward the propellers, whilst
the said blades remain held in a horizontal position.
:
As the crank-heads descend in completing their orbit, the (now) superincumbent
sliders necessarily follow them and when the latter reach the position shown
in Fig. (13), the former (b) resume their normal position, and consequently
become out of action: whilst the blades will be again in position for propulsion, as
shown.
Dotted lines in said fig. show the backward and forward oscillations of the
propeller represented, together with the arc described by b in the function of
feathering the blade.
The elliptical figure through which the water-line (W) passes is the ambit of
the blade in operation: and the arcs indicated by the arrow-heads at the central
channel mark the scope or sweep of the rotating crank-head.
At Fig. 1 the fore propeller, D, is represented as at the extreme point of its
forward oscillation-its position at the instant of delivering a stroke: whilst the

page_text: other (aft) occupies the counter-position-the extreme point of the backward
sweep, at the instant of feathering for the recovery, or return, swing.
At Fig. 2 the said propellers are perpendicular: the fore one is in mid-delivery;
whilst the aft is feathered, and midway through the forward sweep. Through an
aperture is disclosed the position of the driving wheels (H), together with the
connecting motor rods (g).
At Fig. 3 is represented the fore propeller (D) as at the extreme point of its
backward oscillation, having completed the stroke; and at the instant of feathering
for the forward swing; whilst the aft one is shown, after completion of the
feathering action, as at the instant of supplementing the finished stroke of the
former.
The propellers, it will be seen, are pivoted to their respective arms, C and C";
and are in engagement with the cranks F and F"; which are actuated by the
gearing G and G': but, in lieu of such, any other suitable driving gear may be
used.
In construction they are all identical, and work in reciprocal co-operation. A
detailed description of one will therefore suffice for all and so in respect of other
such parts herein described.
The blade E, Fig. 9, is formed with side pieces, (shown more clearly at Figs. 7
and 8) which are at top pivoted to short lateral spurs, 3 (and 1 and 2, Figs. 7
and 8) at foot of the haft.
It is also fitted with a pair of arms, 7 (and 5 and 6, Figs. 7 & 8), extending
upward, and open at their base, through which pass the said terminal spurs, 3; the
blade being thus free to turn round same.
On the haft, within the radial line of the vertical arms, 7, are two similar, but
shorter spurs, 11 (and 9 and 10, Fig. 7), which, in blocking the said arnis when
they assume their normal position (a vertical one), hold the blade in line with the
haft during delivery of the backward (propelling) stroke. Or otherwise such
spurs may be omitted, and said arms united at top, forming a loop in front of the
haft, as shown at Fig. 8.
On the face, and at foot of, the blade (Fig. 9) is hinged a drop-flap (Q),
(a front view of such is shown at Fig. 7) which is held in its normal position (up
against the blade) by a taut line, or fine chain (P") attached to its upper edge,
and passing behind a small sheave above said flap, also on the face of the blade,
as shown at E and E', Fig. 7; thence upward through guides, or eye-bolts on the
haft, and over a similar sheave, also on the haft, in an aperture, near the
fulcrum.
Projecting from the back, just below the position of said sheave, is a bracket
(", Fig. 10), in which are fitted four similar sheaves, working fore and aft
(Fig. 12).
In Fig. 10 the position of this bracket on the propeller D" is shown: and
Fig. 12 is a plan of same, showing the two pairs of sheaves.
The liue passes down between the nearer two, and thence to the pulley L",
at foot of the sliding arm (C"), to which-L"-it is attached and thereon
coiled.
The sheaves in the bracket assist in bolding in position the descending
lines; which would otherwise work awry during the oscillation of the propeller.
R is a straight red projecting from the tack of the blade (E") near the pivot-
line and S is a line (or chain) attached to the extremity of said rod, and passing
under the small sheave f", and up through guides, or eye-bolts, to the slider ", to
which its upper extremity is secured.
:
To said slider is also attached a slender rod (V") which slides in the tube T".
Said rod is formed with a terminal knob, or button; whilst the lower end of the
tube (T) is fitted with an internal rim, or collar; so that the latter holds the
former in suspense when the same is fully down. These details are shown clearly
at Fig. 14, Shcet 10.
Down the centre of the haft, from the cross-piece 11, nearly to the bottom, runs

page_text: a narrow channel; and fitting loosely therein is the slider 6", to which the rod V
is attached; but of which it may form the terminal.
Instead of the connecting line S", passing up the haft, there may be fitted a
fine rod (1) terminating in a chain or line: the length of such terminal extending
from a point above the sheave f", to the extremity of the rod R" as at right
angles to the haft. The line Pil may also terminate near the same point, and join
a similar rod (not shown) passing up to the top sheave; seeing that such
longitudinal substitutions are calculated to answer better, being less liable to foul,
or become disarranged.
According to the drawing (Fig. 9), the haft (D) is fashioned with a central
channel extending nearly its entire length; also the sides are joined together at
top and bottom.
But the same may be united throughout their length by diagonals, rivetted to a
central channel-piece, with the sides thereof flanged over and inward.
Where extreme length in the haft is requisite, the latter construction may be
preferable; since it confers great strength and rigidity, combined with lightness-
essential qualities in a lever of such magnitude. The material employed should be
for the most part some suitable metallic alloy of extreme lightness, such as
aluminium. But such hafts may be otherwise constructed and fashioned, according
to size and destined performance.
To the upper extremity of the tube T" is attached the line O", which passes
over a sheave near the fulcrum of D (by the side of the corresponding one
carrying the drop-flap line, P"); and thence down between the outer two sheaves
at back (within the bracket el, Figs. 10 and 12), to the side pulley y" on the
framing A", to which it is attached.
At Fig. 7 A and A' are the forward triangular framings, supporting the sliding
arms C and C¹ respectively. Below the bearings of the driving shaft, F-FI, in
line with the lowest cross-pieces of said framing, is a bridge or staging athwart-
ship, joining them together.
Upon said staging are two wheels, X and X', by means of which the four
propellers are manipulated, as hereafter explained.
The aft framings, A" and A¹, are alike constructed, and should be braced
together at corresponding points.
Said framings (the set of four) spring from the bulwarks, B₁, and incline outward
slightly; so that the arms, C (adjustable in the same plane), hold the suspended
propellers at a suitable distance from the sides, thus minimising skin friction.
The perpendicular ladder, m" (Fig. 9), is attached to, or forms part of, the
framing A, and parallel to the adjoining channel-way, wherein works the arm C":
it affords a convenient means of reaching the small landing, K", at whatever
elevation said arm may be.
C", the sliding arm, is fitted at bottom with a pair of grooved wheels (Fig. 9),
and works within guides forming part of the triangular framing. At and above
the cross-piece M are several pairs of similar wheels, which receive and retain in
position said arm in adjustment. Down the centre thereof is a line of apertures,
(not shown) with which engage the teeth of a cog on a spindle (N") at back of
said cross-piece (Fig. 11): or, in lieu of this, a back-rack may be fitted on C¹¹, as
shown at Fig. 11. By this the latter is supported, and the desired elevation
imparted to the fulcrum sustaining the propeller.
K is the terminal landing before-mentioned (end views of such, K and K'
shown in Fig. 7), which, together with the ladder m, affords access to the adjoining
winch, L", to which the drop-flap line, P11, is attached.
The pinion engaging with the arm Cat the cross-piece M", (Fig. 11) is the
aft terminal of a small shaft (N") turning in bearings on said cross-piece.
At Fig. 11 is shown the back of said cross-piece, together with the pinion in
engagement with the arm Cu.
The fore terminal of the shaft N is the sinall chain-wheel ".

page_text: I, Fig. 7, is an endless chain passing over æ and a corresponding one on the axle
of the controlling wheel X.
On the other side there is a like arrangement (I', ', X): but aft, the
corresponding chains, 1" and 11, extend down to the deck (B) where they pass
round the wheels Z", Z, (not shown) which are the aft, whilst Z, Z', are the fore,
terminals of two parallel light shafts (a, Fig. 2, Sheet 2) turning in bearings fore
and aft.
Around the latter (Z, Z') and their fellows above, on the axles of the
wheels X, X', pass the endless chains J and J'.
As the propellers, by reason of their weight, automatically draw down their
respective arms (C) when the controlling wheels (X) are released, the chains I, I
and I, I, may be replaced by single ones, or lines: in such case, the wheels .X, it¹
and all, a must also be replaced by pulleys of comparatively large diameter
(some two or three times that of the back pinions), as shown by dotted lines in
Fig. 7 said chains being at bottom attached to the spindles of the wheels X, and
at top wound several times round said pulleys. This arrangement imparts the
requisite leverage for manipulation.
=
The subjoined particulars apply to the case herein adduced and shown in the
drawings.
Length of propeller, D (from fulcrum to hinge of drop-flap, Q), 75 feet: ditto,
blade, E, 12 feet: drop-flap, 4 feet: driving crank, F, 124 ft.: vertical arm, C,
24 fect play (vertical) of same, 18 feet maximum stroke of blade (veszel in
ballast trim, with arm C fully down, as represented) 75 feet ditto grip, or dip-
immersion of same (the arm C fully down for complete efficiency), 9 feet:
allowing 3 feet of clearance for the feathering, or recovery, stroke: diameter of
driving chain-wheel, 12 feet.
The driving shafts FF1 and FF, are 25 feet beneath the lowest fulcrum-
point of the propellers (which they reach when their supporting arms are fully
down, ard vessel in ballast trim), at which elevation they are represented.
They are actuated by chain-gearing (H" and H") in connection with a common
shaft driven by the engines below; and consequently turn together at the same
rate, and in cne uniform direction; but being adjusted in reverse position
relatively, they (the two pairs of cranks) rise and fall alternately.
Thus the united action of the set, in conjunction with the four propellers, gives
in every revolution of said shafts, a double stroke of 150 feet (maximum).
Such stroke is, in full working operation, repeated instantaneously: as the
forward blades drive, and then clear themselves for feathering; so the aft ones
feather, and then straighten themselves for delivery of the backward thrust.
Now, in order to effect the efficient working of the apparatus, engines of special
construction should be employed the stroke should be of extraordinary length,
even proportional to the gigantic strides (so to speak) of the propellers.
:
As the requisite rotary miction of the driving shafts is comparatively slow, the
normal speed of such engines would be exceptionally moderate, yet fully effective:
although they might develop as much energy as ordinary engines running very
fast.
Every revolution of the cranks represents (as already stated) a double stroke,
the full length of which is 150 feet; which, in respect of length, is equivalent to
one entire revolution of a 50-foot paddle-wheel.
But the stroke in question is many times more effective; seeing that the
blades (E) in propulsion describe arcs of such maguitude-equivalent to wheels of
150 feet in diameter.
Thus the said blades enter and clear the water at a very small angle from the
vertical, and so operate without noise or shock, making but little broken water:
whilst from their particular construction (unlike paddle-wheels, with their huge
projecting boxes) they present the smallest possible area of resistance to the air,
as they impel forward the vessel.

page_text: Where ordinary engines are employed and their united power would be insufficient
to work effectively the driving gear at the same rate, the wheels (H, Figs. 2 and 7)
to which the motor rods (g) are attached, may be in diameter half (or other relative
proportion) that of the crank-shaft wheels (G); thus doubling the engine stroke
to every revolution of the cranks. In other words, such engine difficulty may be
avoided, or, where occurring, removed altogether by suitable gearing.
When the engines employed work in conformity with the cranks (that is to say,
when every double stroke-up and down-represents one revolution of the latter),
care must be taken in adjusting the driving gear, to bring the dead points of the
engines in proper agreement with the oscillations of the propellers; so that the full
force of their combined stroke be synchronous with the propellers in their most
effective position, that is, vertical, as shown at Figs. 2 & 5.
The terminal cranks of the driving shafts have an outward pitch; so that their
heads, formed with annular grooves, fit and work freely in the central channels
of the propellers.
But preferably, in lieu of this arrangement, the crank-heads may fit and rotate
in sliders running in the said channels: and such sliders may be fitted with side
rollers, so as to run with the minimum of friction. As the crank-heads transversely
hold the propellers in position, they will have by means of such sliders a better
bearing thereon, and so be more effective in counteracting any lateral oscillation.
Moreover a crank-head slider is calculated to withstand better either an outward
or inward strain (resulting from the vessel's rolling) than the mere crank-head
itself in engagement.
On, and near the centre of, each shaft is a driving wheel (G), and both are
connected by chain-gearing to the engines below, as already explained.
The apparatus, as so constructed, operates in the following manner, that
is to say -
For progressive motion, the engines are started in the direction of the arrows
(Fig. 2) the wheels H, H' revolve (Fig. 7), and so, through the chain-gearing,
actuate the cranks F, F, and F", F, the annular heads, or sliders, of which, as
already explained, operate within the channels of the propellers.
At Fig. 1 the forward two are represented as in engagement at right angles, in
course of descent; whilst the aft ones are in reverse position.
As the crauks F and F in such disposition, revolve, they necessarily slide down,
and so press back, their respective propellers, until the same reach the perpendicular
(or, in other words, until all are coincident, as at Figs. 2, 5 and 7); whereupon,
said cranks in ascending, retrace their course in the channels; and so continue
and complete the propelling (backward) stroke.
As the forward blades rise from out the water, so the aft ones descend into it
(baving simultaneously performed the forward swing).
In the driving stroke, the blades drop in line with the hafts, and are so held,
through their arms coming in contact with the short lateral spurs on the hafts :
whereas in the reverse, or feathering stroke, they swing backward, and are drawn
up, and in that position held, by means of their back-rods in conjunction with the
sliders (b) above the crank-heads in the central channels.
This function is performed by said sliders in the following manner, viz. :-Their
normal position being somewhat above the common plane of the driving shafts,
and they being in suspension within their respective channels (as shown in D at
Figs. 2 and 5), it follows that as the crank-heads in their upward course reach
them, they are pressed up to the highest point of range of said cranks (as in D' at
Figs. 2 and 5); and that they will necessarily descend with the same, until they
resume their normal position.
As they so rise, the back-rod lines (S) are taken up, as also the blades in
connection therewith.
Thus the cranks by and through their upward sweep cause the sliders 6 to draw
up or feather their respective blades.
B

page_text: The drop (and consequent upward play) of the sliders should correspond with
(not to exceed) the requisite shortening of the lines S.
As it is essential for the proper feathering of the blades that such drop should
remain invariable at any and every adjustment of the sliding arms, the following
automatic device is adopted for that purpose riz.:-
To the tube T (adjustable in the haft, as already indicated), Fig. 9, is attached
the line O", the lower extremity of which is secured to and wound round the
pulley y". At back, and forming part, of said pulley is a cog-wheel (Figs. 10
and 14), the diameter of which is half that of the pulley. Said cog engages
with a vertical rack, or row of pins, on the sliding arm C₁, as indicated in
Figs. 9 and 14.
Now, when said arm is raised (as it is in elevating the attached propeller) the
pins, (or rack) thereon so engaged, turn the pulley; and thus a double length of
the line O becomes paid out.
Therefore, as the sliding, or adjusting, arms rise, lifting the propellers, the said
lines lengthen at a suitable ratio; and so lower the attaching tubes, T; which,
together with the rods V, and sliders b, will consequently maintain their normal
distance from the horizontal plane of the driving shafts; whilst the drop or play
of the latter (b) will remain unaltered.
For retrogressive motion, first, the engines are stopped; then the four
winches, L, L, and L, L, are released (they being normally held by detents),
so that the flaps Q, Q', and Q", Q, drop down (the slack of their respective lines
sufficing only to allow them to assume right angles with their respective blades),
as shown at Fig. 4: whereupon, the driving machinery being started the reverse
way, the blades (E) in their forward swing, grip with their (now) pendent flaps
the water; whilst they feather in the backward sweep (through the action of the
rising cranks, in conjunction with the sliders, as previously described), their flaps
flying. horizontally, and borne up by the opposing air, clear of the water-line (W)
as shown at Fig. 5 (Q").
But by the omission of all the parts described as relating to this function of
retrogression, this invention will be the more readily understood. Reverse motion may
be otherwise effected: thus, dispensing with all the parts in question, namely, the
flaps Q, lines P and their extension rods g, eyebolts and sheaves connected there-
with; also the landing stages K at foot of the sliding arms C, together with the
winches L, and adjoining ladders m;-let an auxiliary pair of propellers (D) be
placed astern of the others, and made to operate the reverse way.
In order to drive astern with this alternative arrangement, it would be simply
necessary to stop the propelling machinery, and then start the auxiliary propellers ;
which should be furnished with separate driving and controlling gear, so as to
work independently of the others.
In several respects this would be preferable to the drop-flap device, although
lacking its unity and compactness; and in practice may be more generally
adopted.
Fig. 8 represents such a propeller,-one capable of operating in one direction
only, or without the reversing tackle: such should be employed in conjunction with
the said auxiliary pair.
When headway is to be resumed, the driving power is cut off, then (in the case
of drop-flaps) the lines P, P, and P, P are retaken up by means of the
winches (which should be furnished with detents), and the machinery restarted,
as at first.
At some part of the line P, preferably near the bottom, there should be inserted
a small spring, as a provision for play of blade, when said line is in its normal
condition, that is, taut.
For steering, the wheels X and X' are manipulated, as indicated by the arrows
in the drawing, Fig. 7, Sheet 7.
When the former (on the port side) is turned, the chains I and J, together with

page_text: the aft chain I¹¹ are carried round; which actuate in like manner the wheels X
and X-the terminals of the spindles, upon which are fixed the pinions engaging
with the sliding arms C and C. The latter are lifted accordingly and thus the
elevation of their respective propellers is adjustable at the will of the operator.
The case is the same with regard to the other wheel, X'.
:
Now it is obvious that as the propellers are so lifted their dip in, and consequent
grip of, the water is correspondingly diminished.
The side so manipulated necessarily loses way, whilst the other side, now
receiving the full driving force, advances with increasing celerity.
When said wheels are turned together, at the same rate, over and inward, the
four propellers rise together accordingly. And when they are so elevated, as to
swing clear of the water line, they necessarily become non-effective.
In case of emergency, they are so manipulated as, for instance, to avoid contact
with, and possible injury from, passing flotsam, or the like; or when the ship is
fitted, in addition, with sails, and it is expedient to take full advantage of their
power, dispensing altogether with the use of the propellers.
:
In this manner the propelling force can be promptly moderated, or entirely
withdrawn. Thus, without the aid of the helm, the vessel can be efficiently
steered and furthermore, the operator (or operators) at the wheels (X and X')
a limited extent, regulate her speed, independently of the engineers
In the accompanying drawings the propellers are represented as at their lowest
elevation.
can, to
below.
The play (vertical) of the sliding arms (C) being 18 feet, half that length
provides for the proper regulation of the pitch of the propellers; and the other
(9 feet) for the like purpose in relation to the load-line.
This provision as to the vessel's trim (draft of water) will, I think, be ample for
general service; but any other degree of such adjustment may be adopted.
When the vessel so fitted is laden for a voyage, and her draft ascertained, the
sliding arms (C) should be suitably adjusted; and their back-racks duly limited in
play by the application of stoppers (provided for that purpose), or other convenient
device; so that they may not be at any time, through inadvertence, lowered beyond
the point requisite for the proper dip of the blades.
The shifting upward of the arms C (tantamount to lowering the driving shafts),
it is true, correspondingly narrows the scope of the cranks (F) in their engagement
with the propellers: but what the cranks thus lose in reach, they necessarily gain
in leverage. The propellers, having to perform heavier work (the vessel being
loaded), deliver strokes of diminished length, but proportionately augmented
force.
Although proportionately smaller propellers may be preferable for vessels
engaged in services of limited extent, and river navigation; yet for such as have
to traverse, with the greatest possible expedition, immense tracts of ocean, such
propellers as herein described will, I think, prove most suitable.
As they cover so great a distance in every revolution of the cranks (F), all
bearings such parts as rub in contact-throughout the mechanism work with
comparative slowness. Hence loss through friction is reduced to a minimum ; and
the apparatus is not subject to such destructive wear and tear, as inevitably attends
the ordinary working of the propelling screw.
A vessel so furnished will be doubly efficient; indeed, capable of attaining a
phenomenal speed. She derives from her moving power the maximum amount of
its mechanical effect: the combined effective superficies of the blades at the
vertical being so ample, they operate against a proportional mass of water, driving
it for the most part horizontally (the arc described by the blades in oscillation
being of such magnitude), parallel to the keel from stem to stern,-manifestly the
most advantageous for the accomplishment of the end in view.
In fine, the potency of the invention will be at once evident by a slight
consideration of its capabilities.

page_text: For instance, supposing that the driving cranks perform 30 revolutions per minute
(a very moderate velocity), the blades cover in the same interval a distance of
4500 feet (i.e. 30 double strokes), or, in other words, travel at a rate of over
51 miles per hour, and consequently impart to the ship a resulting speed; thus
practically reducing by half at least the consumption of fuel (or other source of
power) in her navigation.
According to the drawings, the position occupied by the driving wheels (or
cranks), H, is the same as that of the shaft of ordinary paddle-wheels: therefore a
vessel so equipped can be readily converted into such a propeiler as herein
described.
Nor does a vessel fitted with the screw present any structural difficulty in the
way of such conversion.
In all likelihood, the practicability of constructing propellers of such dimensions
as described in the foregoing may be regarded as questionable.
Moreover, the aggregate weight of so stupendous a set may be considered as
detrimental to the economic working of the apparatus.
Nevertheless, the work of constructing such propellers may be rendered com-
paratively easy: they may be built up of component parts. And in order to
provide against possible mishaps thereto, duplicates of such parts may be added to,
and carried with, the ship's gear.
As regards the latter conjectural disqualification, it must be borne in mind, that
the propellers operate on the oscillating principle, so that the weight of one pair
counterpoises that of the other.
In adapting the apparatus to a boat, or the like, to be operated by either human
power, or some suitable motor, it is preferable to omit one pair of the propellers,
together with, of course, the corresponding pair of frainings (A.).
Moreover, the automatic device (T), in connection with the slider b, may be
dispensed with; also the flaps Q for reverse action.
In the absence of such flaps, the arms of the blades E are connected together at
top by means of a drop-bar, pivoted on one arm and fitting in a slot in the other.
The short blocking spurs on the hafts are also omitted.
In effecting retrogressive motion, the cranks are brought drown; then the
drop-bars on the arms are raised and the latter drawn backward; so that they may
of crate in rear of the blades; then the said bars are dropped into their respective
slots, and the propellers operated by hand.
:
In this simplified form it may be constructed entirely apart from any vessel, on
a light base rame; with side adjustable attachments and thus portable, as well
as attachable, it may be applied to any ordinary boat; and therefrom readily
removed at pleasure.
Finally, the propellers may be placed centrally, so as to operate in line
fore and aft, after the manner of the complete set. Or one alone might be fitted
and employed.
In this modified form the apparatus would be preferable in certain cases: for
instance, in the navigation of a narrow or crowded water-way; or to ensure to it
exceptional protection against external violence, as in naval warfare. But, on the
other hand, its application would be necessarily restricted to vessels or boats of a
particular construction. A central division in the supporting structure would be
indispensable for the admission and play of the blades, or blade. Moreover, the
advantage of steering thereby would have to be relinquished.
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 I
claim is :-
--
First. In a vessel, boat or the like, the novel arrangement generally of an
apparatus, and parts connected therewith, for propulsion by steam or other power;
together with the mode of, and means adopted for, steering such; substantially as
herein described and showu in the accompanying ten sheets of drawings.

page_text: Secondly. In a vessel the construction and use of the pendent propellers D;
together with the mode of, and means adopted for, their actuation, and adjustment
to suit the trim or draft of ship; substantially as herein described and set forth.
Thirdly. In a vessel the mode of, and means adopted for, feathering the blades
of propellers in action; substantially as herein described and shown in the accom-
panying drawings.
Fourthly. In a vessel the construction and use of the sliding arms C, together
with the mode of, and means adopted for, their control and adjustment; sub-
stantially as and for the purposes herein described and shown more particularly at
Figs. 7, 8 and 9 of the accompanying drawings.
Fifthly. In a vessel furnished with pendent propellers the mode of, and means
adopted for, effecting_retrogression; substantially as herein described and shown
more particularly at Figs. 4, 5 and 6 of the accompanying drawings.
Sixthly. The lifting slider b, and automatic device in connection therewith,
whereby the former operates at all times at one invariable distance above the
driving shaft; substantially as and for the purposes herein described and set
forth.
Seventhly. A portable apparatus, applicable to any ordinary boat, or the like,
by means of which such may be propelled and steered; substantially as herein
described and set forth.
Eightly and lastly. In a vessel, boat or the like, the construction and use of
pendent propellers, or one such, operating centrally fore and aft, and actuated by
interlocking rotary cranked shafts, or one such; substantially as herein described
and set forth.
Deted this 27th day of June 1806
GEORGE QUICK,
168 Ashville Road, Leytonstone, Essex.