Lord Bacon said "There are three things which make a nation great and prosperous—a fertile soil, busy workshops, and easy conveyance of men and things from place to place." We can feed the world, our manufactures are unsurpassed, and our means of transit by land and inland water are wonders of speed and elegance; if to these we can add the swiftest and most acceptable ocean steamship, we will have perfected the problem of greatness and prosperity. The unlimited applications of electricity and the surprising rapidity of their development have given incentive to inventors and theorists to perfect their plans, in spite of the ridicule and contempt hurled upon their enthusiastic and devoted labor by thoughtless and ignorant people. Again, men must have a change; enterprise implies a change. Such incentive and the appetite for fast and comfortable ships are spurring to a solution of these problems and the satisfaction of these demands, everyone who knows the signification of the word ship and the requirements of a modern steamer.
The wonderful success of the Guion steamer Alaska is pointing surely in the right direction. The September Century, in an article on "Ocean Steamships," said: "Thirty years ago sixteen days was a fair allowance for the passage between England and New York by steam. By gradual steps the point was reached when eleven days was the minimum, and this startled the world. In 1871 the Adriatic's best westward time was eight days, fourteen hours and twenty minutes. It should be remembered that the westward passage is generally longer than in the other direction, owing to the westerly winds and the Gulf Stream. In 1877 the City of Berlin, of the Inman line, made the trip to Queenstown from New York in seven days, fourteen hours and twelve minutes, and in the same year the Britannic, of the White Star line, crossed from Queenstown in seven days, ten hours and fifty-three minutes. In 1879 a new rival appeared in this field, the Arizona, of the Guion line. This steamship made the eastward passage in 1880 in seven days, ten hours and forty-seven minutes, and in one trip in 1881 she lessened this time about three hours." But all these remarkable runs have been surpassed by another Guion steamer, the Alaska. In June, 1882, she ran the eastward trip in six days and twenty-two hours actual time, and in September decreased this time by three hours ; even the limit of her speed has not yet been reached, and we are no longer surprised when we read, after each new passage, that she has beaten " her best previous time."
But the proposed steamship, the " Fryer Buoyant Propeller"(Plate A), a description of which I purpose in this paper to offer for your discussion, is such a strange-looking craft that one would not be surprised if it excited simply ridicule and contempt instead of the careful consideration its invention deserves. Where would we be today had we allowed derision and insult to stop the progress of sea communication, lest by the construction of some better-adapted seawagon we might bring mockery about our ears? Probably in the Egyptian acantha bark covered with papyrus, in galleys fashioned like those of ancient Greece, or in the stately Genoese carrack. When Papin built his steamer and navigated it on the Fulda, the scorn and raillery did not deter him from attempting to reach London in her; only her destruction by the superstitious boatmen of Munden prevented. Because Rumsey, after a long struggle, was doomed to disappointment, his young American friend, Robert Fulton, was not frightened from giving us the first successful and useful paddle-steamer, though he paled with rage at the jeers and taunts of the crowds who witnessed his first departure for Albany.
I know it is said, and supposed to be proved, that our successful ship of to-day is nearly a duplicate of the Ark; but let us not then be ridiculous in the extreme by condemning without reason or argument an invention which has already experimentally demonstrated its usefulness.
Though outlined by the inventor, Mr. Robert M. Fryer, some twelve years ago, given severe labor, great concentration of thought, and studiously experimented with by him, he has not arrogantly
attributed to his own genius the absolute conception of the idea, but rather the development and application of ideas suggested centuries ago. But to whom should be given the honor if not to him who
endows the world with practical evidence of his genius and usefulness? Because the possibilities of steam were known to the ancients, did De Garay, Papin, Hulls, Fitch, Stevens, and a host of others, lose any of the glory due them ?
Description.
The "Fryer Buoyant Propeller" is a three-wheel wagon or tricycle. The three wheels are hollow spheroids, holding the bed of the car or ship above and entirely out of the reach of waves. These spheroids are not only the buoyant and supporting parts, but by their triangular position insure stability, and by their revolution provide the motive power, the rows of flanges or buckets on both sides of each wheel catching the water-line like a finely feathered oar. Each spheroid is capable of independent rotation, assuring handiness and safety even without a rudder. A critical investigation of the strength and weight of materials and the weights to be carried to satisfy the demands of speed, security and comfort, has shown that the propellers will not be immersed more than one-sixth of their capacity, or, if required to rest upon land, that the weight will not be great enough to crush the wheels at the points of contact.
The plans for a vessel for ocean navigation to carry one thousand passengers and one hundred tons of mail and express matter provide for three spheres of sixty feet in diameter, exclusive of keel or projection.
Each sphere is composed of plate steel 5-16 inch in thickness. This surrounds a secondary shell or sphere 59 feet in diameter, composed of plate steel 5-32 inch thick. The space between these
spheres is partially occupied by a framework composed of sixty-four hollow steel girders, radiating from flanges located near the ends of the shafts, to which the above spheres are firmly fastened, thus making a lateral conductor to a point near the flanges for the discharge of any water that may accumulate between the two shells. (Plate B.)
The sphere is further divided by a disk (80) eighty feet in diameter, composed of plate steel 3-16 of an inch thick. Attached to this division plate is the base of a double cone twenty feet in diameter at this point, while the smaller or opposite end of said cones, being ten feet in diameter, terminates at the flanges located at the ends of shafts as above stated.
Parallel with this cone and attached thereto to the division plate and to the inner of small shell are sixteen partitions each side of said division plate, composed of No. 17 steel plate.
The object of these partitions is twofold: First, to add strength to the spheres, and next to subdivide them. Each division is provided with an outlet at or near the flange, so that any water that may find its way into said compartments will flow down the inclined surface of the cone to the place of discharge when the compartment is above the centre of gravity. This, of course, is in case the sphere revolves slowly; when turning fast, centrifugal force will prevent water from leaking in, even though the shells are not absolutely tight.
The flanges above alluded to are each ten feet in diameter, having a hub of six feet in diameter by twelve inches long. The above-mentioned hub is made to act as a journal in case the main shaft should be broken or disabled. This shaft is steel, three feet in diameter at the ends or journals, and through the flanges to which it is attached; from these points, inside of flanges, it diminishes to two feet, and then tapers down to one foot to the centre of sphere, where it unites with
the division plate by suitable flanges.
The sphere is provided on the periphery, in the plane of its rotation, with an annular keel or projectile protruding ten feet from the surface of the spheres, making the wheel at this point eighty feet in diameter.
(Plate B.) From this place the projectile widens as it runs back towards the sphere, which it strikes at a distance of thirty-four feet on a direct line, thus uniting with the natural arch line of the sphere, at
which point the paddles are located. These paddles (thirty-two in number) are placed on each side of the wheel, and are of strong wood or iron.
The projection above referred to is subdivided and supported by girders, resting at one end upon and fastened to the main sphere girders, and at the other end upon the division arch, which is thus strengthened to meet hard substances with which it may come in contact. Water which may leak into the compartments of the projectile is allowed to run off" between the girders through openings provided for that purpose.
The main framework, which rests upon the six journals of the spheroidal wheels, is composed of steel truss braces, together with angle and channel plates uniting with the lower end of the main arch which forms the cover of the cabins, etc.
The arch is subdivided by steel plates and trusses into staterooms, halls and other apartments.
The spheres are housed in (above) with dome-like covers, composed of sixty-four girders, radiating from the top centre of main frame. Said girders are covered with steel plate.
Dimensions.
Diameter of sphere………………………………………60 feet.
Diameter of sphere with projection……………..80 "
Length between centres …………………………….192"
Width ……………………………………………………………84"
Length over all…………………………………………… 324"
Width over all………………………………………………150"
Length of decks……………………………………………288 "
The actual displacement of the three spheroids of eighty feet in diameter at a depth or draft of twenty-three feet is 2472 tons. This would place the axle centre seventeen feet above the water line, and the bottom of the superstructure some thirty feet above the water line, or clear of the waves in any weather at sea. With the fullest allowance of weight required for safety, the vessel loaded and ready for transatlantic voyage can be made to draw not more than twenty one feet.
In conducting the experiments the first model was simply three hollow copper globes connected by axles, with a frame in the form of a tricycle, or one wheel or globe in front and two on a line behind. These globes were twelve inches in diameter, and were revolved by springs placed inside and wound up by keys. A weight of five pounds placed on the frame immersed the globes about two inches. When wound up, these globes would carry the frame and weight on the water in a tank, over rocks, running out of the water and up a board out of the tank; would turn in its own length by stopping one hind wheel; would run on the water after the force of the springs was too much spent to turn the wheels on the floor, and in every test showed no appreciable slippage, making the entire distance of the periphery length.
This small model was taken to the Harlem River, where it acted as in the tank, showing very slight effect of currents, waves or wind. Rigged with a small sail this model of the twelve-inch globes rode over chopping waves eight to fourteen inches high, with very slight oscillations amidships and without wetting the frame. This experiment was carefully made because the buoyant capacity of any form of wheel decreases so rapidly in proportion to its surface, as small dimensions are reached, that it was thought that a moderate-sized apparatus would not sustain the framework high enough above the surface of the water to avoid severe shocks and wetting. From the results of these experiments it was decided to build a larger model, and one was completed with globes six feet in diameter, or six times the diameter of the small one. (Plates C, D.) The six-foot globe model was fitted with an engine and boiler, which, with frame, deck, and other appliances, put a weight of about four thousand pounds on the three globes, immersing them nearly the same distance that five pounds did the one-foot globe; or globes six feet in diameter carried eight hundred times the weight carried by globes of one foot in diameter, with the same proportion of immersion. The steam model has been experimented with almost daily for four months, carrying two to twenty passengers, generally running up out of the water on a track to dry ways, after each trip. It also steamed across the land from the Harlem River to Spuyten Duyvil Creek (nearly 1 mile), and travelling to the water's edge, continued on over the surface of the water as rapidly and readily as it had travelled downhill. As to slippage, action against and with wind, tide, and over such waves and swells as occur in the Harlem at this point, the steam model has simply repeated the results of the smaller; as to speed, the larger naturally shows an increase over the smaller. The larger model has also demonstrated the perfect manner in which water from any leak
or break in the globes is discharged by a half turn of the globe, without appreciably impeding the boat. The very slight strain on the framework, and its steadiness under every test, has been the marvel of every one of the many who have ridden on her deck.
The rudder was placed immediately behind the forward globe and readily controlled all movements of the tricycle. If a careful investigation of the submitted plans and model experiments
discover all the qualities of buoyancy, stability, handiness, durability, strength, speed, economy and sanitary excellence essential to a perfect ship, there remains but a practical test of a vessel of suitable size for actual service purposes, the Government encouraging the invention by contracting for one to meet certain requirements, the company taking the responsibility of risk of failure.
The oldest mariners, probably without knowledge of the cause, knew that the breadth of a vessel extended beyond a certain proportion helped to reduce her speed; that too much roundness caused their galleys to roll; that too little breadth of beam rendered their ships liable to be overset by any element natural or artificial. We are also told that the South Sea Islanders, equally aware of this last defect, either joined two vessels to each other, as we now do more scientifically and mechanically in the catamaran, or added such extraneous part as would give the required stability.
Buoyancy. (Plate B.)
Contents of each spheroid….. 148.545 cubic feet
Weight of average sea water.. 64.5 lbs. per "foot
Buoyancy of each spheroid…. 4.790 tons
“ "the three spheroids…………. 14.370 "
Weight of vessel loaded…….. 2,300"
Reserve of buoyancy…………. 12,070"
Less than one-sixth of the buoyant capacity is needed to sustain this structure, even with the weight of material estimated for the above plans; and it has been admitted by skilful constructors that this
weight can be greatly reduced and still meet all the requirements of strength. This large reserve of floating power, which has evidently suggested the name of the ship, does away with the necessity so often required to sacrifice strength and capacity in order to get the flat floor essential to buoyancy and speed. At the same time this reserve can effect no harm, owing to the triangular position of the spheroids.
In regard to the distribution of weight and buoyancy we usually find the weights of engines, boilers and coal concentrated at some part of the ship. The Fryer tripod rest, on three points of contact in tricycle form, will permit such distributions of these weights as to produce the minimum strain upon the mid-ship body and a perfect equality of weight with buoyancy.
Stability.
A glance at the peculiar formation, the three points of contact and the apparent want of immersion, would naturally indicate marked poverty of this important quality. But we must remember that "mere immersion does not give stability "; also, that every vessel displaces a quantity of water equal to her weight, no matter what the form or whether constructed of one single or several connected bodies.
The situation of the three important points, centre of gravity, centre of displacement and the meta-centre, is such that instability can never result from the centre of weight overtaking the centre of buoyancy, or the meta-centre reaching or falling below the centre of gravity. When rolling and pitching the immersed surface of the steamer of today is not increased, but only altered, another position nearly similar in form receiving the upward pressure. The weights on the opposite end of a short lever constitute the only other force acting to restore equilibrium. The result is an equal transit on the opposite side of the axis, and a rolling and pitching approximating the perpetual motion
so greatly coveted for some purposes, but not for ships. In any position of the Buoyant Propeller there will be the weight of one or two spheroids at the end of a long arm to counteract the wind and wave
forces. Add to this the upward pressure caused by the increased immersion of the lee spheres or globes, and you will have an equality of powers producing the utmost stability and utter absence of sickness even in the roughest weather. The action of the models showed less oscillation than the ordinary boats of equal displacement. But this principle has been so thoroughly proved in practice, from the South Sea Islander's flying-proa, invented centuries ago, to the catamaran and outrigger of the present day that I need give no further evidences of the stable qualities of the Fryer Buoyant Propeller.
Handiness.
The immense increase in ships in size and number, the frequent collisions, and the demand for rapid transfer of men and merchandise, call attention to the necessity of fine maneuvering endowments.
Since sails are to be auxiliary, as they are in all our modern steamships, the principal working qualities required are those of going astern as readily as ahead, and turning quickly and accurately in as
small space as possible under the action of steam, propeller and rudder, or other means.
The independent action of the spheroids and the successful experiments with the models fully satisfy these requirements, while the wheels also perform all the functions of a rudder in case of accident to that important member.
Durability.
With material selected from the best manufactured steel, with every factor and part of the ship within easy access and handy repair, the complete absence of those deleterious gases and corrosions to which the ordinary ship is unavoidably exposed, subjected to the least average of shocks and violent strains, and with its remarkable facilities for cleansing and ventilation, this propeller has everything to render it the most durable structure afloat.
Strength and Safety.
The form of the sustaining and supporting bodies, the material employed, the reserve of buoyancy, the assured stability and durability, the complete control within her own length, impossibility of immediate loss when stranded, and the small fire risks, all afford important integrant parts of strength and safety. Quoting the words of General E. W. Serrell, "The Fryer ship can be made strong enough to stand the shock of wave and wind at sea as well as any ship now afloat. I come to this conclusion after considering the quantity, direction and amount of all the forces that will operate."
The position of the engines will be such that they can never be flooded, nor can the ship be left to the mercy of the waves by the sea putting out the fires. Again, even if the wheels are broken and crushed from their bearings, the domes will but fall upon and hold them, while the vessel will become a life-raft at once, with its sails as a propelling power. Should she run aground, the spheroids can still be readily turned, while the hull will be far above any dangerous strain; and, in case of injury of any kind to the globes, the damaged part can be turned out of the water and repaired at sea almost as readily as in a dock.
Speed.
It is a curious sight to see a man navigating the sea in a revolving chair, but those who have seen the tricycles of Copenhagen may recall that they attain a high rate of speed, their stability and buoyancy at the same time making them comfortable and safe. Since the globe is the figure best calculated to overcome both fluid and air resistance, the spheroidal wheel and dome-shaped body present the most favorable form for securing great speed, while the momentum of the vast weight, when once started, has a tremendous force in overcoming resistance. In the Fryer there is no quick water from the wheels to intensify the friction on the body. She is neither affected by the horizontal and vertical motions of the water as the after-body of the ordinary ship, by the drag of screw and rudder-post, nor by the
violent water eddies as they rush through the propeller well. It may be argued that these pressures upon the after-body are favorable to speed; and so they are, but only when the particles are replaced
gradually, which is the case in very few ships, and only under the most favorable circumstances. It may also be said that in this propeller there are three fore-bodies to one in the ordinary ship, without
any favorable after pressure, but the least resistance of the spheroidal form and the revolution of the sustaining bodies reduce this body resistance far below that of the generally accepted configuration.
There will be no wave raised in front of the fore-body by increasing speed, since the spheroids are constantly cleaving new water of uniform condition, and by their revolution raising themselves out of water instead of plunging deeper like the ordinary ship. Nor will there be the backward drag exerted by the particles of water on the usual immense skin. It is not uncommon to find the resistance
increased about one-fourth by the roughness of a ship's bottom, which in a short time becomes covered with weeds and shells; sometimes it is more. It is needless to remark that this element of resistance will never enter the problem. Nor will we have to consider the action of our propelling power in any water that has already been disturbed by the vessel's action, since each spheroid acts independently upon the water in its separate path. The cleavage is as clean as a racing oar. The experiments with both models have shown no appreciable slip (though no slip is considered folly), while as to speed, the larger model showed an increase over the smaller.
Economy.
This question depends so greatly upon the cost of operating that it will be impossible to reach any important conclusions until further experiments are made. The results of those already effected certainly warrant the outlay of a further small amount to test particularly the cost of operation, slip and surface resistance, as well as to discover a relation between the resistance of the spheroids at rest and in revolution.
All estimates, however, show a large reduction on the first cost. Expenses will be still farther largely decreased, for the following reasons: There will be no decay of material by gases, dry rot or
confined dampness. The necessity of docking will no longer exist, as every part of the spheroids and body can be reached for inspection or repairs at sea or in port. There will be no deterioration of that large portion usually under water. With the increased stability there will be greater durability and fewer shocks and strains upon all rigging, fastenings and machinery. All of which will reduce the cost
of operation, though the expenditure of coal remain proportional to
the speed.
Sanitary Excellence.
The question of ventilation and sanitary method will be greatly simplified if not perfectly solved. The relative clearage not only abolishes all attention to the questions of those parts of a ship now below the water line, but provides an air space conducive of the greatest comfort and health. Convenient outlets in the bottom of the superstructure will eject all refuse, ash deposits and greasy matter, while the absence of bilge water will remove one of the most disastrous of health destroyers.
Uses.
Rapid development of application will speedily follow the successes of the first ship, but it may be interesting to recall some of the uses the invention will undoubtedly satisfy.
Naturally Mr. Fryer's ambition will not be fulfilled, no matter to what other objects his conception may be applied, until he has given the world an ocean steamship that will surpass in speed and comfort anything now afloat. But there are other uses which, if successful, will meet many of the world's requirements, and add great honor to the inventor's name.
For all scientific investigations of the sea, the peculiar qualities of the Fryer propeller are unusually well adapted, the small draft, stability and clearage offering unsurpassed facilities for sounding, surveying, dredging, trawling and other scientific work ; facilities particularly appreciated by officers who have been engaged in deep-sea work, and who have seen many a day lost and the evidence of valuable work drift from their sight because of the absence of these very characteristics from the vessels under their command.
Experiments have so clearly shown little stern current, and no waves to right and left, that the question of canal and narrow river steam navigation will be solved; rapid steam transit through these water ways being accomplished without destruction of the banks by the wave power and friction.
The buoyant, beaching and land-travelling qualities of the "Fryer" also admit of the development in the application to boats and rafts for life-saving and survey service.
Although the great extent of surface above the water line would render the buoyant propeller unfit for many war purposes, its facilities for transporting and landing men anywhere, and the peculiar adaptability for bomb, floating and coast batteries, would render it of vast importance for defense. Its stability afloat would permit the battery to be always available while in the water; readily run ashore and defended by a rapidly turned up earthwork, a shore battery would be most expeditiously constructed, while it can be as easily put afloat should necessity require advance or retreat.
The success of a Fryer ocean steamship to meet all the demands of passenger, mail and express service, will be quickly followed by others for the rapid carriage of fruits, stock and freight, and the Queen of England will not stop with the satisfaction that the "tricycles which have been used by her grandchildren have been beneficial to their health," but will request her ministers to add the
"Fryer" tricycle propeller to the greatest of commercial marines.