naval ProPulsor systems orIgInated In austrIa-Hungary 1827–1927 ...

III. međunarodna konferencIja o IndustrIjskoj baštInI 613

naval ProPulsor systems orIgInated In austrIa-Hungary

1827–1927

Pomorski propulzivni sustavi izumljeni u austro-ugarskoj 1827.–1927.

Helmut W. Malnig*, dipl. Ing.oIav, osterreische Ingenieur und architekten verein

vienna, austria

Summary

Rijeka (Fiume) as the main civil port of the Adriatic was a haven for ships with vari-ous propulsive systems developed during or shortly after the Habsburg Dual Mon-archy.Joseph Ressel was a pioneer of the ship’s screw (1827) that even nowadays constitutes the major propulsive system. Lt. Cmdr. Müller von Thomamühl proved the feasibility of the air cushion with his first surface effect craft (1915), without which modern transportation would simply be unimaginable.Franz Xaver Wels invented a particular translation drive using a flapping device (1923), the potential of which has not been quite explored.Hans Leo Schneider, also a child of the Monarchy, invented his ingenious vertical rotary drive in 1926 with Voith Co.Their ideas pioneered and enhanced modern navigation!

* [email protected]; [email protected]

614 H. W. malnig, Naval Propulsor Systems Originated in Austria-Hungary...

� Fig. 1.2 Steam Tug Boat, design by Jonathan Hull 1737, Ref. [6]

1. IntroductIon

With the advent of the steam powered ship, fulton’s “clermont” 1807, navigation had turned into a matter of human control so that prediction of course, time, provisions, fuel etc. had become possible. It seems quite normal to have the first ship equipped by an engine driven paddle (translatory) system, as the paddle has been familiar in fish locomotion for human design (s. fig. 1.1). Then the paddle wheel (rotary) became the first advanced engine driven propulsor (s. fig. 1.2). due to its only partial immersion, especially with abeam paddle wheels – port or starboard – partially water charged, and at high seas it could cause heeling or trimming, resulting in grave instability of the vessel.

� Fig. 1.1 A steamer with a translatory paddle system by John Fitch 1786, Ref. [6]


� Fig. 2.1.1a A model of Ressel´s Archimedian propeller screw in the TMW, photo by the author

In the mid of the 19th century the fully submerged screw propeller yielded higher efficiency and greater vessel stability. The further development of propulsive devices such as surface effect (se) and the vertical propeller (vsP) rather satisfied new requirements in providing greater efficiency, higher speed, greater manoeuvrability and versatility of employment. bionic systems have tried to adapt the very effective fish locomotion for naval propulsion, which still promises a future potential.

2. tHe VarIous approacHes

2.1. tHe fIrst HelIcal ProPeller by josef ressel [8,11]

a) chronology:already in 1752 daniel bernoulli had suggested the use of the archime-dean screw for water propulsion;

1794 William lyttleton took a patent for the screw drive;1802/4 col. john stevens drove an 18 ft. boat manually by screw propeller;1812 josef ressel sketched an archimedian screw propeller (s. fig. 2.1.1a),

having two blades of half a turn each;


1823 in france delisle examined the screw propeller drive;

1829 a british patent issued to charles cummerow featured j. ressel´s sketch;

1836 francis P. smith experimented successfully on the Paddington canal, london;

1839 ericsson propelled a small iron steam ship of 40 t by propeller screw.

b) description and function:

The twisted propeller blades are sections of a helical form and have an airfoil cross section (s. fig. 2.1.1b). Their front edge is sucking the water, while their back is pressing it as thrust spirally wound backwards. The propeller converts engine torque into propulsive thrust, which is transmitted via shaft and bearings to the hull. The ship´s resistance is overcome to forward motion accelerating a sternward water column. josef ressel had his own explanation in saying, that the propeller is the screw bolt which is winding itself into the nut – the sea! accordingly his first design showed a propeller in front pulling the ship.

advantages: light weight, flexibility of application good efficiency at high rotative speed relatively insensible to ship´s motion allows adaptation of required speed through variable pitchdisadvantages: cavitation (collapse of vapour filled bubbles) causes erosion centrifugal forces cause outwards water flow long propeller shaft requires bearings, glands and supportsapplications: on all civil and military vessels of varying displacement and speed modern azimuth propellers.

How to become a loser after all:

1850 the british admiralty, the world´s greatest seapower, offered a l 20 000 premium to all those, who could substantiate their priority in the invention of the ship propeller. The price got eventually split up between two englishmen, a frenchman and the swede ericsson for their pioneer work between 1833 – 36. josef ressel, who had patented 1826 the archimedian screw as a ship propulsor, and who had shown its feasibility with the “civettà” 1829 (s. fig. 2.1.2 & 2.1.3), had applied as well, but his application and documentation had been lost in transition, ... and that was it!

� Fig. 2.1.1b Example of a Ressel screw propeller, Ref. [2]


� Fig. 2.1.2 The drawing of the hull of the “Civetta” from the Civico Museo del Mare, Trieste

� Fig. 2.1.3 A model of the world´s first screw driven ship, the “Civetta” from the Civico Museo del Mare, Trieste


c) josef ressel (1793–1857); technician, forester – a brief biography [11,18], (s. fig. 2.1.4)

� Fig. 2.1.4 Josef Ressel, photo from TMW

born on june 29th 1793 in chrudim (cZ)1807 frequented the “landes-artillerieschule” in budweis (cZ) studied administration, agriculture, veterinary- and natural sciences at the university of vienna, later due to poverty at the k. u. k. forest academy1817 forester in austrian state service in ljubljana, trieste and Porec1821 “marine unter-Intendant” in trieste, administration of forests for naval timber in krain and Istria1827 invention of helical ship propeller (“Privileg”)1829 test run of the “civetta” in trieste. The official test failed after five minutes because of pipe rupture, which was soldered to the boiler1839 naval timber agent1852 naval timber director in venice and Istria. He mapped all woods of gorizia and flitsch. Was first to try the afforestation of veglia island. various inventions concerning improvements of steam engines, presses, mills and pneumatic post led to 10 patents. on oct. 10th 1857 death in ljubljana


2.2. tHe World´s fIrst aIr-cusHIon craft by lt. cdr. v. tHomamüHl, Pola, oct. 1915

a) chronology[8]:

Though the principle of the lifting effect for a vehicle by an underneath generated air cushion had been devised and explored already in the 19th century, its realization could not be achieved due to technological reasons – primarily due to the problem of adequate obturation.

1865 j. scott russel (g.b.) described the decrease of friction by inflation of air

1870 sir john Thornycroft (g.b.) proposed an air filled plenum chamber underneath the ship

1876 / 77 john b. Ward (usa) conceived and patented a craft with ubiquitous abilities

1897 culbertson (usa) patented a design which came closest to a modern a.c.v.

In 1915 / 16 the austrian naval lt. cdr. dagobert müller von Thomamühl was first to apply this effect to a torpedo carrying test-craft.

b) description and function [4,5,10,13-16]:

This very first surface effect-craft constructed from wood at the seearsenal of Pola, was slab-formed with streamlined profile, 13 x 4 x 2 m in dimension, and displaced 6.5 – 7.8 tons (s. fig. 2.2.1). because of lack of adequate power sources,

� Fig. 2.2.1 The world´s first surface effect craft (ACV), dwgs. from ”The Modeller”, Vienna


� Fig. 2.2.2 Trial run at 15 kn, a pre- Dreadnought of the Radetzky class at port side; KA, Vienna

4 austro-daimler water cooled in-line 6 cyl. aero engines of 120 Ps each, and two-by-two in tandem, had to power 2 ship propellers driving the boat for 120 sm at 30 knots. a similar 4-zylinder engine of 65 Ps powered the ventilator providing 450 m3/min for airlift. during trial-runs in Pola from oct. 3rd 1915 onwards 31.9 – 32.7 (with s.e.!) kn were achieved (s. fig. 2.2.2); thus

demonstrating the feasibility of this promising propulsion system. However the solution of the deficiencies, due to the makeshift character of the construction – actually quite common for test craft – would have required a radical redesign. especially of the hull, which tended to raise its bow at high speed, causing the air cushion to collapse partially. There had been also a pendent military requirement for a fast, armed and armoured craft, the specification of which could not be met. Thus further development was discontinued by the royal and imperial naval engineering committee (mtk) on oct. 20th 1916 and this first operational surface-effect craft was ordered discarded.

only in 1955 the idea was caught up again by the british inventor chritopher s. cockerell, knighted in 1969, employing most modern technologies for his “Hovercraft”, without which current transportation – especially for military purposes – can hardly be imagined.


surface effect Principles[3]:

The effect (s. fig. 2.2.3) can only be considered part of a propulsive system in combination with a forward drive such as air- or water propellers, air- or water jets:

� Fig. 2.2.3 The principal surface effect systems ACV and SES, Ref. [3]

vertical component: The air-fan generates an air-cushion underneath the hull, which leads to a reduction of displacement and of immersion, the latter resulting in less hydrodynamic drag.

forward drive: With forward motion the escaping air / foam from the skirts reduces the friction of the immersed hull.

advantages: higher speed at lower motive power behaves like an amphibian can operate because of surface clearance between 0.1 – 0.8 m nearly unlimited overrides smaller obstacles no landing gear and suspension exempt of shocks, roll, pitch and yaw lower surface- and immersed optronic signature 85 % less water immersion than ships of like weight, thus safer from subaquatic weapons

disadvantages: lateral wind effects can only be balanced aerodynamically and with some difficulty obvious corrosion problems for gas turbine-plants great noise generation


applications: civil ferry- and transport vessel lifting- and shunting / transport devices in industry military landing craft, littoral combatants and mtb´s

c) biography of k. u. k. kkpt. dagobert müller von Thomamühl [16], (1880 – 1956)

june 24th 1880 born in trieste, home in Zohse, bohemia he enrolled at the naval academy and in ... passed as naval cadet

1914 rank of lieutenant commander, commanding various torpedoboats (s.m.tb 60 and s.m.tb 93). decorated for courage against the enemy, first commander of the navy’s divers school in Pola, he developed a “scuba” device and was first to descend to 64 m – a record!

5/1915–10/1916 design, construction and test of his s.e. - craft (versuchsgleitboot) at Pola

1917 initiated first aircraft launch of torpedoes in the k.u.k. – kriegsmarine, in nov. participation at a naval raid against the otranto-barrage with s.m.tb 93,

as a torpedo expert he joined torpedo-command, towards the end of the war he was appointed naval commander (korvettenkapitän).

� Fig. 2.2.4 k. u. k. Lschlt. Dagobert Müller von Thomamühl during WW I, photo from Prof. Dieter Winkler, Vienna


� Fig. 2.3.1 Vertical flapping design after Franz Wels, Ref. [2]

1924 he invented with Prof. Hans Thirring (vienna) the “light beam barrier”, which he had already installed on sept. 22nd 1914 on the northern tip of cherson for observation of the channel of veglia. In susak, a suburb of fiume, he established a trading company

the german invasion of the sudeten country changed officially his nationality status

1945 after WW II he lost the basics of his existence and was forced to emigrate with his family to klagenfurt, austria, where

He died, and was buried upon his last will in the naval cemetery of Pola

cdr. müller von Thomamühl was a versatile naval officer and inventor, courageous and enterprising. as many other k. u. k. naval persons he has left his marks in the development of techniques.

2.3. alternatIve (bIonIc) systems: flaPPIng or translatory drIves by Wels and von lImbeck

a) chronology:

the only bionic adaptation apart from the paddle system occurred at the turn of 19th/ 20th century, when a water jet drive was developed for the british gunboat “Waterwitch” [9], simulating the squid´s or other vertebrates reactive pro-pulsion in water.

b) description and function [1,2,17,19]:

function: These devices are the first examples of bionic modelling, the application of which promises higher speed than obtainable by screw drive, and on the spot mano euvrability without loss of speed.

one may distinguish between vertical (whale tail flap, s. fig. 2.3.1) and lateral (tail movement, s. fig. 2.3.2) drive systems. The full adaptation has not yet been possible, because the inherent flexibility and elasticity of the fishtail and fish fins cannot yet be applied to a rigid ship’s hull or its propulsory system. The (fish) flap is thrusting the water backwards like a paddle, due to the oscillating movement a counter rotating vortex pair is generated, between which a water jet is accelerated.

The vertical translatory drive of franz Wels consists of a


� Fig. 2.3.2a Lateral flapping device at a model by Zdenko von Limbeck, Ref. [1]

� Fig. 2.3.2b Lateral flapping fins by Zdenko Ritter von Limbeck, Ref. [2]


flapping plate, retained in a vertical guidance slot regulated by a connecting rod, to which it is rigidly attached at a 90° angle; patent nr. 91847 in 1921. The sinusoidal motion produces the necessary thrust (s. fig. 2.3.3).

� Fig. 2.3.3 The “Zanonia” vertical flap from Franz Wels in the TMW, photo by the author


� Fig. 2.3.4 The aerodynamicist Franz Wels, photo from TMW

The lateral system of ritter Zdenko von limbeck [1] from 1903 (s. figs. 2.3.2) is employing two flaps in parallel operating in concert, in order not to affect any athwart movement. He realized that the propulsor surfaces would result in superior efficiency than with conventional screws.

The following characteristics are applicable to all these translatory devices:

advantages: pulsefree in- and outlet of the water, which is constantly accelerated

no sea bottom turbulence low noise generation disadvantages: requirement of a deflection plate, only low speed possible wear on guidance system

applications: unknown, but has a potential for specific low wake operations

well suited for small craft might be advantageous f. i. for venetian channels!

c) franz Xaver Wels (1873 – 1940); technician – Inventor [12], (s. fig. 2.3.4) born on feb. 10th 1873 in maribor, (sI) techn. college in graz (a)1893 graduated from techn. institute in mittwalde, saxonia in nov. recruit of Ir nr. 47 in graz


1898 discharged as sergeant major1899 technical employee in birmingham1903 co-worker of Ignaz etrich, research in shapes from nature > bionics! 6th oct. 1907 after lilienthal 2nd in manned gliding in europe! designed “Zanonia” wing form after a seed from asia1909 dismissal from etrich, works on aerodynamic problems 1914 berlin, where he designed propeller driven sledges for the german army1916 called up for k.u.k. army service, worked on protheses in a viennese hospital1918 occupied with ornithopters and boat-propulsion by a flapping (translatory) device 1922 his “Zanonia” - shaped aircraft flew by translatory drive1927 stay at castle Harta, Hohenelbe, where he did some though for himself dissatisfying development on motor sledges and boats return to vienna, where on oct. 18th 1940 he died in poverty

d) The author would be very grateful for any information about ritter Zdenko von limbeck [1], who has been senior engineer and had his tests run at the k. u. k-Hydrographic Zentralbureau, vienna.

2.4 tHe vertIcal aXIs (cycloIdal) ProPeller – vsP by ernst l. scHneIder

a) chronology:

1870 moody propelled his barges on the clyde with vertical propeller drive, while fowler tested the u. s. torpedoboat “alarm” with a similar drive

b) description and function [7,11,19]:

a bevel gear transmits power from a conventional drive shaft to the impeller wheel with vertical axis, on which untwisted blades, but with aerofoil cross section, are mounted vertically at its circumference (s. fig. 2.4.1). during revolution of the disk the blades can be made to feather at any point, i. e. their angle of attack towards the resulting flow direction is constantly varied through vibration impulse, thus generating thrust and varying thrust flow in the desired direction. The blades of the vsP make a complete revolution about their own axis at each revolution of the disk. It is possible to move the centre of eccentricity of the vanes, while the unit is rotating thus directing the flow as being desired (s. fig. 2.4.2).


� Fig. 2.4.1 Principle of the eccentric device for blade adjustment, TMW, photo by the author

� Fig. 2.4.2 A VSP vertical propeller at the TMW, photo by the author


advantages: the vsP constitutes propulsor and steering rudder simultaneously (s. fig. 2.4.3), unlimited manoeuvrability > turns immediately on the spot by 180°, compact direct power drive > no long propeller shafts and supports.

� Fig. 2.4.3 The principle of directional movement by the VSP system, Ref. [11]

disadvantages: limitation in power transmission, is 30 –40 % less effective than horizontal propeller requires a stabilising fin

applications: riverine passenger ships tugs and offshore equipment highly manoeuvrable military vessels

c) ernst leo schneider (1894 – 1975); engineer – Inventor [17], (s. fig. 2.4.4)

born on june 18th 1894 in gaya, (cZ) graduation from grammar school in vienna, becomes army volunteer with an artillery battery in lienz, tyrol lieutenant1918 promoted 1st lieutenant1918 – 1926 studied at the university of technology, vienna, mechanical and electrical engineering, but never finished occupied himself with soaring, examined various airfoil profiles and cycloidal circuits, which he applied to ship propulsion


1927 he patented with voith company, st. Pölten (a) – Heidenheim (g) his vertical (cycloidal) ship propeller – vsP propeller1927/28 built the first vsP - prototype with his ship propeller of 60 hp first successful vsP “kempten” launched on lake of constance protested against his inventor allocation being halved by the german reich

the russians reconfirmed his patent rights, but sacked his designs

1968 appointed “engineer” in honours

june 1st 1975 death in vienna.

3. postscrIpt – outlook

It is surprising and remarkable nowadays, what great achievements have been accomplished by the above protagonists within the period from 1827 to 1927; inventions which have been really worthy of that seapower, passed away long ago.

on the other hand nearly all inventors / pioneers but for ernst schneider, whose patent rights had been protected by an international and formidable company, had been deprived more or less of the triumph and benefits of their inventions.

The standard engine with screw-propeller unit will remain also in the future the mainstay of water propulsion. Installed in vertically suspended engine- or (bevel

� Fig. 2.4.4 Ernst L. Schneider, photo from TMW


gear) transmission pods, as azimuth engines, they allow great manoeuvrability even for large vessels, which have ever since become independent of tugs [7].

It is the tendency, that the air cushion principle will be applied to ever larger craft on account of speed, manoeuvrability and versatility, despite the great power required. for its forward motion the water propeller drive has proved itself as unsuited.

The vsP drive will remain also in future the standard propulsor for riverine and shallow-sea craft or highly manoeuvrable vessels because of its simplicity, effectiveness and easy constructural accommodation.

4. coMMents and defInItIons

4.1. abbrevIatIons / nomenclature and desIgnatIons

a.c.v. air cushion vehicle, has flexible sealska kriegsarchiv, War archives viennak.u.k. kaiserlich und königlich, imperial (austria) and royal (Hungary)mtk marine technische kommission des kriegsministeriums: naval technical commission of the War ministrys.e.c. surface effect craft, has rigid sidewalls (m. v. Th. )tmW technisches museum Wien, technical museum viennavsP voith-schneider-PropellerWWI World War I

defInItIons

azimuth propellers: i. e. with electrical engines or bevel gear housed and suspended in streamlined pods, provide great manoeuvrability even for large vessels and replace a rudder.

privileg: corresponds to a short termed nowadays patent.

propulsor: the immediate physical means, by which power can be directly transferred to the lifting or frictional medium / substrate, thus propelling the vehicle.

5. references and BIBlIograpHy[1] allgemeine bauzeitung, Heft 2, 1904; der fischpropeller von Zdenko ritter von

limbeck[2] friedrich von arvay: Handbuch des seewesens, W. braunmüller, Wien 1918


[3] e. a. avallone & Th. baumeister III: marks’ standard-Handbook for mechanical engineers; mcgraw & Hill, n. y. etc., 1987, 9th

[4] franz f. bilzer: die torpedoboote der k. u. k. kriegsmarine von 1875 – 1918; H. Weishaupt verlag, graz 1984, 1. aufl.

[5] franz f. bilzer: versuchsgleitboot – the World’s first Hovercraft, Warship vol. v, conway maritime Press ltd., greenwich, 1981

[6] leonard c. bruno: The tradition of technology, library of congress, Washington 1995

[7] dopotka / Perepeczko: das buch vom schiff; transpress, berlin 1978[8] encyclopaedia britannica cd 1999; multimedia ed., Win 98 [9] j. fassel: schiffsmaschinenkunde, k. u. k. dienstbücher-verwaltung, Pola 1897[10] rené greger: austro-Hungarian Warships of World War I, Ian allen ltd. , london

1976[11] duncan Haws: ships and the sea, Hant davis, mcgibbon, london 1975[12] reinhard keimel: Österreichs luftfahrzeuge; H. Weishaupt vlg., graz 1981[13] kriegsarchiv (ka), Wien, ms/II cg 1915, e/14[14] kriegsarchiv (ka), Wien, ms/II cg 1916, 47k/19[15] mcgraw & Hill: encyclopaedia of science & technology, mcgraw & Hill, n. y.,

1987, 6th ed. [16] Helmut malnig: das erste luftkissenfahrzeug der Welt von k. u. k. lschlt. dagobert

müller von Thomamühl, Österreichische Ing. - und architekten Zeitschrift, Heft 3/2001

[17] marco mulser: schwanzflossenantriebe, universität bremen, typed manuscript, n. d. [18] Österreichisches biographisches lexikon 1815 – 1950; verlag der Österr. akademie

der Wissenschaften, Wien 1975[19] franz Prasky: der voith-schneider-Propeller, restricted private publication, vienna

2005

Sažetak

Kao glavna civilna luka Jadranskog mora, Rijeka je bila utočište za brodove s ra-znim propulzivnim sustavima koji su izumljeni za vrijeme ili nedugo nakon raspada Hab sburške Monarhije.Joseph Ressel bio je pionir brodskog propelera (1827.) koji i dandanas čini glavni propulzivni sustav. Müller von Thomamühl dokazao je efikasnost zračnog jastuka svojim prvim brodom površinskog učinka (1915.) bez kojega bi suvremeni prijevoz bio jednostavno nezamisliv. Franz Xaver Wels izumio je posebni prijenosni pogon koristeći preklopni uređaj (1923.) čiji potencijali još nisu potpuno istraženi. Hans Leo Schneider, također dijete Monarhije, izumio je vertikalni kružni pogon 1926. s poduzećem “Voith”.Njihove su ideje predvodile i usavršile suvremenu navigaciju!

naval ProPulsor systems orIgInated In austrIa-Hungary 1827–1927 ...

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