The emergence of self-propelled ships radically changed the field of maritime transport. Nevertheless, the development of this direction has led to new tasks and challenges. The shipowners were interested in increasing cruising speed and reducing fuel consumption. To solve these problems, a variety of ideas were proposed, including unusual ones. A very remarkable version of the vessel with increased speed and reduced fuel consumption at the end of the 19th century was proposed by the Canadian Frederick Augustus Knapp.
F. O. Knapp had a law degree and worked as a lawyer in his hometown of Prescott, Ontario, but this did not stop him from taking an interest in marine engineering. Back in 1892, he pondered the issue of increasing the speed of promising ships and soon came to some conclusions. He understood that vessels of traditional design could not show high speed indicators due to significant water resistance associated with a large wetted surface area and the need to "cut through" the waves. To eliminate such negative effects, according to Mr. Knapp, it was necessary to minimize the contact of the vessel with water.
Knapp Roller Boat at the dock. Photo Torontoist.com
It is known that a log thrown into the water is only partially submerged, while some part of its cross-section remains above the surface. In this case, the log can freely rotate around the longitudinal axis, while maintaining the same "draft". It is this principle of F. O. Knapp decided to use it in his original project. He planned to build a vessel with a cylindrical hull, minimally submerged in water and capable of rotating, providing translational motion.
The designer assumed that a vessel with a cylindrical hull of large elongation would be able to move through the water with a minimum draft and, as a consequence, with a reduced resistance of the environment. Thanks to this, a theoretical possibility appeared to increase the travel speed, as well as to reduce the required power of the power plant. Nevertheless, such a vessel had to be distinguished by a rather complex design. It was necessary to use an external hull, playing the role of a displacement unit and a paddle wheel. Inside it, it was required to locate a mobile platform with places for installing the engine and transmission, accommodating the crew, passengers and cargo, etc. During the movement, the central platform had to maintain a horizontal position, while the outer body had to constantly rotate.
This design creates certain difficulties with the classification of an unusual sample. A vessel with a rotating outer hull does not fit into the existing classification, which is why it has to be assigned to a separate class. Foreign researchers often determine the development of F. O. Knapp is like a roller ship, but in this case she turns out to be a "classmate" of the ship of the French designer Ernest Bazin, which had a completely different design and different principles of work. At the same time, however, the definition of "roller vessel" is fully consistent with the main ideas of the project and therefore has every right to exist.
Drawing from the patent for the original scheme of the ship
According to some reports, in the mid-nineties of the XIX century F. O. Knapp, who was working on his own high-speed vessel project, visited France, where at that time tests of a roller-boat designed by E. Bazin were carried out. Returning to Prescott, he finalized his project, taking into account the knowledge gained and soon built a prototype of a high-speed vessel. The small device used the original principle of movement and was equipped with a power plant in the form of a clockwork.
Having made a working model, F. O. Knapp tried to propose the project to a potential customer in the face of the British shipbuilding industry. The layout and documentation were shown to specialists at the Glasgow Shipbuilding Center. The shipbuilders reviewed the presented sample and came to the conclusion that it is of some interest. However, no one wanted to take responsibility, give a go to original ideas and finance the construction of a prototype. The enthusiastic engineer had to go home and practice law again.
Fortunately for a promising project, F. O. Knapp met the industrialist George Goodwin. This man had a solid fortune and showed interest in promising developments that could increase capital. J. Goodwin believed that if successfully implemented, the project would bring millions and glorify Canada. Given the prospects for high-speed vessels, the industrialist agreed to finance further work. For the development, construction and testing of a prototype, he allocated 10 thousand Canadian dollars. In addition, the project attracted the attention of the head of the postal service, William Mulok, who also decided to become a sponsor.
While F. O. Knapp handled financial and organizational matters, and the patent offices of Canada and the United States were involved in verifying and registering his invention. So, the application was sent to the American Patent Office at the end of February 1896, and the patent was received in April 1897. By the time the document was received, the designer and his sponsors had completed the development of a full-fledged prototype and found a contractor who was to deal with its construction.
Postcard with a picture of the ship and its creator. Photo Torontoist.com
The Polson Iron Works (Toronto) was chosen as the builder of the first high-speed vessel of the new design. He had extensive experience in the production of large-sized metal structures, and therefore could well cope with the tasks. The ship was laid down within a month after receiving the patent. Over the next few months, factory workers made various parts and assembled them into a single structure.
An interesting fact is that the experimental vessel of the new type did not receive its own name. Various sources mention the name Knapp Roller Boat, but there is reason to believe that it appeared thanks to the press, and not by the forces of the creators of the project. One way or another, the original development of the Canadian lawyer has remained in history under a simple and logical name - "Roller Boat".
Even after applying for a patent F. O. Knapp continued to develop his ideas, with the result that the design of the prototype was markedly different from that described in the patent. Moreover, as the tests and fine-tuning progressed, the full-fledged vessel was refined several times by installing certain devices or even changing the layout.
Roller boat during construction. Photo Ocean-media.su
According to the patent, the vessel had to have a cylindrical outer hull, covered at the ends with lids in the form of truncated cones with large central openings. On the outer surface of such a hull, three sets of plates were placed, with the help of which the hull served as a paddle wheel. Inside the housing, on bearings or rollers, it was proposed to place three smaller cylindrical devices that could accommodate all the necessary devices and volumes. In these buildings, steam engines, a central station, cargo and passenger compartments, etc. were to be mounted. With the help of special mechanical gears, the engine was connected to a movable outer casing. During movement, the inner bodies had to maintain their position, while the outer one rotated around the longitudinal axis, providing movement.
The "patent" version of the project implied the use of the original steering system. A pair of axles were removed from the side hatches of the outer hull for the installation of swinging steering devices. Each such device was a frame, at the rear end of which a blade of the required area was placed. To perform the maneuver, the appropriate blade had to be immersed in the water. She created resistance and helped the ship change course.
The trial vessel retained the required outer hull design. It was a metal tube with conical end caps. The body was proposed to be made on the basis of a metal frame, sheathed with sheets of the required dimensions. Rowing blades of low height were installed only on the central part of the hull. Several internal annular frames were distinguished by a reinforced structure and, in fact, were rails along which the internal platform with the necessary devices had to move. The latter was based on a metal truss, equipped with mounts for the necessary units and a set of rollers to interact with the outer casing.
The interior of the case. The movable platform and its rails are visible. Photo Ocean-media.su
According to some reports, a coal bunker was planned to be located in the central part of the inner platform. Small volumes for storing solid fuels could also be located in other parts of the ship. Two separate steam engines were used. Each had its own firebox and boiler, which supplied steam to a separate piston engine. The latter were located in the side parts of the platform. Due to the presence of two machines, the ship received two chimneys. Combustion products were removed from the furnace through pipes laid under the "ceiling" of the internal volume, and then went into low vertical pipes.
Small sections of the platform protruded from the side hatches of the outer hull, on which larger platforms were placed. These sites, which received a rigid fence, could be used to observe the sea. In addition, they served as the basis for steering devices.
The total length of the test vessel Knapp Roller Boat was 110 feet (33.5 m), with a diameter of 22 feet (6.7 m). The total mass of the structure reached 100 tons, but the volumetric displacement was much lower. Under normal loading, the vessel was submerged in water by only 500-600 mm. Such dimensions made it possible to equip the prototype with all the necessary equipment, with which it could demonstrate its capabilities. However, the prototype had small internal volumes, which is why it could not be used as a full-fledged vehicle. The following ships of the series, the construction of which was planned to begin after successful tests of the prototype, were to be distinguished by the sufficient dimensions of the cargo-passenger cabins.
Roller Boat shortly before the start of the test. Photo Torontoist.com
The main construction work was completed in September 1897. However, for one reason or another, preparation for the tests was delayed. On September 17, specialists checked the operation of steam engines for the first time. Also, various improvements were made to various structural elements. Because of this, launching was postponed several times. The next date for the launch and start of tests was October 19.
No one made secrets about the promising project, as a result of which many Toronto residents gathered on the waterfront on the appointed day to personally see the beginning of the tests. F. O. Knapp with his wife and son, the owner of the metallurgical plant William Paulson, as well as representatives of the press boarded the experimental vessel. But due to technical problems, launching did not take place again and was postponed for two days. On October 21, the ship, painted in a spectacular red color, got off the slip, parted pairs and for the first time began an independent voyage.
Making a lot of noise, the ship, piloted by Captain Gardner Boyd, moved slowly through the harbor of Toronto. For some reason, by the time the tests began, it was not possible to manufacture a fully functional steering system, which is why the prototype maneuvered exclusively at the behest of waves and wind. Fortunately, nature did not throw the ship ashore or send it to the nearest islands. During the first check, the vessel made no more than six revolutions of the outer hull per minute. As a result, the speed did not exceed a few knots. Nevertheless, even with such characteristics, the Knapp Roller Boat was able to demonstrate the performance of the original design in practice.
The ship is underway. Photo Torontoist.com
The crowd watching the tests immediately invented the promising ship the nicknames Flying Scotsman and Roll Britannia - "Flying Scotsman" and "Rolling Britain", respectively. The author of the project highly appreciated the verification. He noted that at a low speed of rotation of the hull, the vessel showed an acceptable speed. When accelerating the hull to 60-70 rpm, in theory, it was possible to obtain the highest performance and an unconditional advantage over existing ships.
Over the next few days F. O. Knapp and the Polson Iron Works have identified the range of necessary improvements and slightly modernized the prototype. So, plates were installed on the planking with the length of the entire hull, and large visible marks appeared on the side chimneys, which made it possible to distinguish between the right and left sides. On October 27, the modified vessel was again taken to the harbor for inspection. The change in the propeller paid off - a significant increase in speed was obtained. The vessel could easily compete with existing boats or boats and even win races with them. At the same time, the lack of a steering system and other design flaws still made themselves felt.
The relative success of testing the first prototype made it possible to continue working. For the winter of 1897-98, the prototype was sent for storage to the manufacturing plant. Engineers, meanwhile, started developing a new project. According to a number of statements, it was now planned to build a "roller vessel" with a hull of about 75 meters in length. It was noted that the use of other metals and alloys would reduce the weight of the structure to acceptable values. In addition, by this time F. O. Knapp made plans to further develop original ideas.
Running trials. Photo Strangernn.livejournal.com
The result of the project was to be a full-size vessel suitable for transatlantic voyages. The possibility of building a vessel with an outer hull 250 m long and 60 m in diameter was considered. When using a sufficiently powerful power plant, such a floating craft could reach a speed of at least 45-50 knots. According to the designer, in this case, the passenger, having bought a ticket for a flight across the Atlantic, could have breakfast in Canada, and take the next morning meal in Britain.
According to the results of the first tests, the original project received high marks, and its great future was almost beyond doubt. The press in Canada and other countries wrote a lot about promising development and assessed the commercial potential of the future full-size vessel. However, soon the authors of the project and journalists began to lose their optimism. For a number of reasons, the pace of design work has slowed down, and the future of the "roller ship" has become a big question.
According to reports, after the end of winter in 1898, the prototype remained at the Paulson plant. A little later he was transferred to another land site. There was no noticeable progress on the project. The construction of the second prototype, which was distinguished by its increased dimensions, did not begin. The exact reasons for this are unknown, but there are some versions. Since 1898, the industrialist J. Goodwin has ceased to be mentioned in the context of the Knapp Roller Boat project. Most likely, at some point he became disillusioned with the original project and refused to further finance it. The budget cuts led to understandable consequences in the form of slowdowns and an unclear future.
A promising roller-boat for transatlantic lines. Figure Ocean-media.su
Having lost the main sponsor, F. O. Knapp tried to find a new one. The project of a vessel of unusual design was proposed to the United States military department, but it was not interested in such technology. In such a situation, the construction of the second ship was no longer planned, and the authors of the project hoped to at least complete the fine-tuning of the first one, as well as find an application for it. In the middle of 1899, a new proposal appeared concerning the further fate of the first prototype.
The Knapp Roller Boat was sent to Prescott for another upgrade. By this time, it was possible to find new sponsors from the financial circles of Chicago. In the future, they could also pay for the construction of a second roller. With support, Mr. Knapp and his colleagues set off on their ship to a new location.
While sailing on about. The Ontario ship was caught in a storm, resulting in a breakdown of the main machine. The crew was able to carry out repairs right on the spot, without entering any port. However, due to breakdown and repairs, Roller Boat missed the ship, which was supposed to deliver a supply of coal. Because of this, the prototype drifted about 27 miles and ended up in the Port Bowmanville area. They managed to dock there and replenish fuel supplies. The transition to Prescott continued. However, even after that, there were some unpleasant surprises. At night, due to strong winds and high waves, the anchor broke. An unguided vessel washed ashore west of Port Bowmanville.
Scheme of a modernized "roller" for coal transportation. Figure Torontoist.com
The unique vessel remained on the shore for about a month, and it was only in July that it was returned to the water and towed to the port of Prescott. There, the ship was again sent to the workshop for repair and modernization. Financial capabilities of F. O. Napp left much to be desired, but he still managed to develop a modernization project that allowed him to get the desired results.
First of all, it was proposed to reduce the outer casing. While maintaining the diameter, its length was reduced to 24 m. Two steam engines were replaced by one installed in the center of the hull. Also, many other components and assemblies were being finalized. Based on the experience of developing and testing technology, an engineer-attorney stopped talking about achieving uniquely high performance. After revision, according to his calculations, the ship could reach a speed of no more than 12-14 knots.
Despite the agreements reached, the Chicago sponsors did not provide the promised funding. As a result, the modernization was not carried out. F. O. Knapp had to look again for ways to make money on the existing sample. A way out was found: the "roller ship" became a ferry designed to ply across the river. St. Lawrence and deliver people from Prescott on the north shore to Ogdensburne (USA) on the south. However, this venture ended in failure. On the first voyage, the ferry encountered bad weather and the crew lost their bearings. The ship was thrown onto the beach of the southern coast. There it remained for the next four years.
A coal barge washed ashore. Photo Torontoist.com
In 1902, the designer received a patent for a roller ship designed to transport coal. The following year, the only prototype built was floated and sent to Toronto for rebuilding. The new project involved the transfer of the steam engine to one of the ends of the platform, and the freed up volumes were to be used to transport cargo. It was proposed to mount large cylindrical bunkers inside the outer housing. Loading and unloading were to be carried out using a conveyor belt and a set of guides rigidly fixed to the longitudinal axis of the vessel.
For a number of reasons, the work stopped quickly enough, as a result of which the partially dismantled vessel was put on hold. In 1907 F. O. Knapp attempted to offer the Halifax-based Eastern Coal Company a test vessel converted to a barge. In this configuration, it was necessary to remove the engine from it, block the inner platform, install covers on the side hatches and make a loading hole in the upper part of the hull. It was proposed to tow such a barge "in the old way": one of the ends forward. The customer agreed to purchase a similar barge and Polson Iron Works proceeded to "upgrade" the vessel.
During the work, the future barge once again fell into a storm. She fell off the ropes, and soon waves and wind hit the empty hull against the ship Turbinia, which was in the port nearby. Fortunately, the "attacked" ship got off with only a small dent and a porthole pressed into the hull, which, however, did not crash.
Remains of the ship several years before their destruction. Photo Strangernn.livejournal.com
Despite minor damage, the owners of the Turbinia went to court with a claim against F. O. Knapp and W. Paulson. As a result of the consideration of the claim, the owners of the unfinished barge had to compensate for the repair of the damaged vessel, estimated at 241 US dollars, as well as pay a fine of 250 dollars. In addition, an additional decision soon appeared: since the defendants did not pay the fine and compensation, the hull of the roller barge should have been sold to a third party in order to pay off the debt. The withdrawn structure was offered to the National Lead Works and the Antipiksky Metal Company, but they did not agree to purchase the pile of metal for the required $ 600.
Other scrap buyers were also not interested in the seized hull, and therefore for many years it remained on the coast near Toronto. Under the influence of negative factors, the hull gradually collapsed. In 1914, a newly built ship collided with him, with understandable consequences. The unwanted hull of the Knapp Roller Boat remained in place until 1933. According to reports, the remains of the prototype were buried during the construction of a new railway viaduct. More recently, it was found that individual elements of the hull can still be found under this structure.
Despite a series of setbacks and lack of significant success, Frederic Augustus Knapp continued to develop his original ideas. Until the early twenties, he regularly presented new projects based on already known ideas. For example, in 1922 he told the press about plans to build an entire fleet of "rollers", as well as about developments in the field of electric ground transport. However, these ideas no longer reached practical implementation, and the main source of income for the inventor, as before, was not the construction of vehicles, but lawyer services.
Broken hull from a different angle. Photo Strangernn.livejournal.com
The unusual project of F. O. Nepp had the original idea of increasing the ship's speed by dramatically reducing the wetted surface and using an unusual propulsion device. As conceived by the inventor, such technical solutions made it possible to obtain high running characteristics and, as a result, significant advantages over traditional vessels. Nevertheless, already during the first tests it was found that the proposed project has a lot of problems, some of which simply exclude the operation of equipment in real transportation.
One of the main problems of the project was the lack of power of the power plant. Steam engines did not provide the required rotation speed of the outer hull, which is why in practice the speed did not exceed 5-7 knots. The increase in speed at that time was not possible due to the lack of power plants with the required characteristics. Moreover, the use of a sufficiently powerful engine should have introduced new problems associated with balancing the movable inner platform inside the rotating body.
There were some layout issues. For example, it was not possible to resolve the issue of the optimal placement of the central post, capable of providing the required visibility in all conditions. Placing the wheelhouse on the side platform did not give the desired driving convenience, while the installation of controls inside the hull either deprived the crew of any view, or required the installation of circular glazing on the rotating unit.
One of the last pictures of the former "roller". Photo Torontoist.com
The inability to accelerate to acceptable speeds was worsened by unacceptably low seaworthiness. Even with slight waves, water could enter the hull through the side hatches, and the cylindrical hull, by definition, could not show high germination to the wave. Finally, the large hull was distinguished by great sailing, due to which the wind or waves of sufficient strength could simply stop the ship, preventing it from moving forward. Some of these problems could be solved by rebuilding the entire structure and using a powerful engine, but F. O. Knapp simply did not have the opportunity to carry out the required modernization.
The original project of a Canadian lawyer made it possible to test in practice the non-standard appearance of a promising high-speed vessel and draw all the necessary conclusions. It was found that the proposed design has no real prospects. As a result, the Knapp Roller Boat turned out to be the only representative of its unusual class. In the future, this architecture of marine technology was not used in new projects due to the lack of any prospects. And yet the project of F. O. Knappa solved one of the tasks: he was able to attract the attention of the whole world to the Canadian shipbuilding. You can even say that this is what became the most noticeable result of all the work.
