IMPROVEMENTS IN STEERING APPARATUS REFERRING TO A STEERING TELEGRAPH AND RUDDER INDICATOR AND A STEAM STEERING ENGINE
Year: 1866

page_text: LETTERS PATENT to John McFarlane Gray, Engineer for Geo.
Forrester & Co., at Vauxhall Foundry, Liverpool, in the County of
Lancaster; for the Invention of "IMPROVEMENTS IN STEERING APPARATUS
REFERRING TO A STEERING TELEGRAPH AND RUDDER INDICATOR AND A STEAM
STEERING ENGINE."
Sealed the 11th Juné 1867, and dated the 18th December 1866.
PROVISIONAL SPECIFICATION left by the said John McFalane Gray
at the Office of the Commissioners of Patents, with his Petition, on
the 18th December 1866.
I, JOHN MCFARLANE GRAY, Engineer for Geo. Forrester & Co., at
Vauxhall Foundry, Liverpool;in the County of Lancaster, do hereby declare
the nature of the said, Invention for "IMPROVEMENTS IN STEERING APPARATUS
REFERRING TO A STEERING TELEGRAPH AND RUDDER INDICATOR AND A STEAM
STEERING ENGINE," to be as follows:-
My Invention consists of two parts; the first part refers to a steering
telegraph and rudder indicator, and the second part refers to a steam steering
engine.
Ais to some extent the terms "telegraph" and "indicator" are equally
applicable to certain parts of this apparatus, I wish it to be understood that

page_text: throughout this Specification I use the word "indicator" as a name for
that portion of the apparatus which is worked by the rudder to tell the
actual position of the rudder; and I use the word "telegraph" as a name
for that portion of the apparatus which is worked by the man at the
bridge or at the position of governance to tell the required position of the
rudder.
First, the Telegraph and Indicator.-Heretofore such apparatus has been
constructed with two sets of connections, one for telegraphing from the bridge
to the stern, and the other for indicating at the bridge the position of the
rudder. Now according to my Invention these are so constructed as to form but,
one machine, and the medium of communication between the bridge and the
telegraph aft forms also the medium of communication between the rudder
and the indicator at the bridge. Hitherto the telegraph has been worked at
the bridge generally by a small motion of a wheel which is usually stationary
while the rudder is being moved; but according to my Invention the tele-
graph hand wheel is moved to about the same extent and in the same manner
as the common steering wheel, and must be kept in motion while the rudder
is being moved beyond a certain distance, so that any seaman who can steer
at the helm can without further instruction also work the wheel at the bridge.
As the action at the wheel is continued during the motion of the rudder and
according to the speed at which the rudder is moving the man at the
telegraph wheel has a better command of the man at the helm, and is him-
self less likely to neglect watching the effect of the rudder upon the course of
the ship.
The principal object I have had in view in this Invention is to contrive an
efficient telegraph to answer all the requirements of steering by men, and
at the same time to be applicable to steering by steam power without
alteration in the working of the telegraph, and without the intervention of
a man between the person at the telegraph wheel and the steam steering
engine.
In constructing a steering telegraph and rudder indicator according to my
Invention I carry a line of small shafting in any convenient way from a
hand wheel at the station of governanceatthe bridge to a telegraphplaceduear
the helm. A piece of the shafting at the telegraph aft is a screwed shaft
which I will suppose to be a vertical shaft; it works in a nut, and is free to
move a certain distance in the direction of its axis by revolving in the nut;
this nut is attached to or is cast in one piece with a wheel, or the nut is
formed in the eye of the wheel, and the nut and the wheel turn together in a
bearing, and are provided with collars to prevent longitudinal motion. This

page_text: wheel is connected either directly or by intermediate gearing with a wheel
which revolves along with the steering wheel shaft, so that the nut turns
only when the steering wheel shaft is turned. The screwed shaft is provided
with two stop clutches, one at each side of this nut wheel; the position of
these clutches is such as to limit the longitudinal traverse of the screwed
shaft to, say, one turn of the screw each way or two turns altogether, and..
they catch into corresponding projections on the ends of the nut when the
screwed shaft has moved through its assigned distance in either direction.
These projections are stops to the motion of the screwed shaft when that
motion has been imparted by working the wheel at the bridge, and they are
drivers to communicate the motion of the steering wheel shaft to the screwed
shaft and telegraph shafting. The screwed shaft carries a piece containing
a turned groove, and a sliding block lies in this groove. A pin in this block is
attached to a lever which I will herein-after designate as the traverse lever,
so that the longitudinal motion of the screwed shaft is imparted to the
traverse lever, but when the screwed shaft merely revolves with the nut, and
has no motion endways, the traverse lever remains stationary. By this
traverse lever I control the motion of my steam steering engine to be herein-
after described.
I have already described the screwed shaft as a vertical shaft driven from
the bridge by the telegraph shafting, and I have described a wheel and nut
as being on this screwed shaft. I will now explain how I work the telegraph
signals at the helm.
On the screwed shaft I fix a small spur pinion, and on the nut piece I
fix another similar pinion; from these I drive two small vertical shafts, one
upon each side of the screwed shaft,so that one of these shafts is driven by
the telegraph shafting, and the other by the wheel on the steering wheel
shaft. At the upper end of each of these shafts I have a worm gearing each
into separate toothed arcs or quadrants which are carried on the same centre
but work independently of one another; these worms or endless screws have
their threads the oue right-hand and the other left-hand screw, they each
carry an index arm or plate, the one to represent the rudder in its actual
position, the other to represent the rudder in its desired position, and these
arms are worked over a fixed dial which is arranged to be illuminated when
required.
It will be understood from this description that the differential motions of
the screwed shaft and of the nut wheel relatively to each ether will produce
similar differential movements of the two index arms relatively to each other.
When these two arms are in the same position a hole in the one will coincide

page_text: 1.
exactly with a similar hole in the other; and on the stationary dial there will
also be a similar hole, so that when the three holes correspond in position
the rudder will be in its middle position, and that will betherequired position.
When the wheel at the bridge is moved in either direction the index arm of
the telegraph will advance in the corresponding direction beyond the index
arm of the rudder indicator, and will remain in advance until the actual
position of the rudder corresponds with the required position; this is the
arrangement by which I convey a visible intimation to the helmsman. In
addition to this I fix a bell and hammer on the end of the screwed shaft,
and I fix a projecting pin on the nut wheel so placed as to give signals of
warning, and if required so arranged as to strike repeatedly for the signal of
urgency; this is the arrangement by which I convey an audible intimation
to the helmsman. The rudder indicator at the bridge or place of governance
is worked off the telegraph shafting there by a small endless screw fixed on
the shafting, and gearing into a toothed quadrant carrying an index finger
on a stationary dial. As it may be preferred that the hand wheel should
stand vertically across the ship with its axis horizontal fore and, aft, as
steering wheels generally are placed, and that the index dial should also
stand vertically across the ship,it would then be necessary to place the worm
on a short spindle lying horizontally across the ship, and this may be driven
by small mitre wheels from the hand wheel shaft. There are two strong
stops to limit the motion of the worm quadrant, and there is a fixed bell
with two hammers,and upon a quadrant there is a pin to strike when the
quadrant either approaches or leaves its central position in either direction.
By referring back to my description of the stop clutches which I form on
the ends of the nut of the screwed shaft it will be understood that the man at
the bridge can move the wheel there at first only so far in either direction as
to give the signal to the man at the helm for motion in that direction,
because the stop clutches will then come into gear; but as the rudder is
moved the stops are carried round in the direction required, and the man at
the bridge can follow up the motion as rapidly or as leisurely as may be
required. If the rudder is moved faster than he moves his wheel the signal
to the helmsman will be partly withdrawn, and when the rudder has
gone
enough the signal will be wholly withdrawn. If the men at the wheel attend
to their telegraph when the rudder is stationary the indicator on the bridge
will show the true position of the rudder, and when the rudder is being
moved to either side the indicator will show a position a little in advance
of the true position, this advance being more or less according to the
breadth of signal shown aft and the speed at which the telegraph wheel is
far

page_text: revolved. When the rudder is moved in opposition to the signal from the
bridge the motion produced will project the proper signal for correcting the
motion; for instance, if the signal is that the rudder be held stationary at a
certain inclination, and if the rudder has reached that position, the two index
arms on the telegraphaft will coincide in position; should a sea now strike
the rudder and move it from this position, say to "starboard," the indicator
on the telegraph aft would at once signal for "port." A small amount of
change would not be shown at all at the bridge, although even min
minute
variations would at once signal for their own correction by the indicator on
the telegraph aft, but should the contrary motion of the rudder be to a
greater extent than that necessary to give the full signal for correction the
whole line of telegraph shafting would then be put in motion, and the man at
the bridge would be aware of the change of position, but all the time the
telegraph aft would be signalling the correction required and the position of
the rudder would be indicated at the bridge. When this apparatus is used
in connection with the steam steering engine the same action takes place, but
by means of the traverse lever the differential motions produced act at once
on the starting valve of the steam engine, which becomes a yielding but
powerful brake to restrain the rudder into its required position, and acts of its
own accord within the limits fixed by the traverse of the screwed shaft. This
is the arrangement by which I give motion to the telegraph shafting, by which
also the motion of the rudder is indicated at the bridge, and I have here
explained the effects produced by these motions in accordance with or
in opposition to the signals transmitted from the bridge.
1.
110122
A
The second part of my Invention refers to a steam steering engine, and
what is new and my Invention therein is the arrangement of the parts so as
to make the engine, which I place at the stern, be entirely under the control
of the man at the bridge and to be self-acting to keep the rudder in any
required position, or to restore it to that position against the contrary action
of the sea, and adapting the engine to be actuated by the telegraph gear above
described. To accomplish this I construct an engine with two cylinders
(sometimes called a pair of engines, but in this Specification I will use the
term engine to include the whole) with their steam and exhaust passages and
slide valve so arranged that the direction of the steam and the exhaust can
be reversed by moving a special admission valve into one or other of its
positions. I attach this admission valve by suitable connections to a part of
the telegraph gear described in the preceding part of this Specification, and
there designated the traverse lever, which receives its motion from the
screwed shaft, therein also described, and I thereby communicate motions to
20

page_text: this admission valve corresponding to the longitudinal motions of that screwed
shaft, so that the position of this admission valve with reference to its whole
travel will always correspond with the position of the screwed shaft with
reference to its longitudinal travel, and it will agree in its positions also with
the positions and indications of the telegraph index lever. There is a spur
pinion on the engine shaft gearing into a wheel on the steering wheel shaft
of such relative diameters as will permit the engine to move at an advan-
tageous velocity while the steering wheel shaft rotates at a slower and more
appropriate speed. I thus give the engine a mechanical advantage over the
steering wheel shaft, and thereby reduce the size of the engine required. I
construct the engine shaft and its pinion so that the pinion can be slid on
feathers on the shaft to take it out of gear with the steering wheel shaft, so
that if the steering wheel shaft is also fitted with steering wheels, as usual,
the rudder can be worked either by steam power or by hand, or by both, as is
required, the telegraph and indicator remaining in use in either case.
required, the spur wheel can be attached to the steering wheel shaft by a
friction connection. The steering wheel shaft may be either the shaft of a
chain barrel or a screw with side arms, or the screw or shaft for actuating
hydraulic or other steering apparatus. I make the framing of this steering
engine also to carry parts of a windlass, and when the pinion on the engine
shaft is out of gear with the wheel on the steering shaft it is then in gear
with the windlass: hee or wheels. The admission valve can be disconnected
from the traverse lever, so that the engine can be used as a windlass without
interfering with the telegraph gear. I have herein described the arrangement
of the engine I prefer, but the differential action of my telegraph gear could
also be applied to steering engines otherwise constructed.
If
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said John McFarlane Gray in the Great Seal Patent Office
on the 18th June 1867.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
MCFARLANE GRAY, Engineer for George Forrester & Co., at Vauxhall
Foundry, Liverpool, in the County of Lancaster, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Eighteenth day of December, in the year of our
Lord One thousand eight hundred and sixty-six, in the thirtieth year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto

page_text: me, the said John McFarlane Gray, Her special license that I, the said
John McFarlane Gray, my executors, administrators, and assigns, or such
others as I, the said John McFarlane Gray, my executors, administrators,
and assigns, should at any time agree with, and no others; from time
to time and at all times thereafter during the term therein expressed,
should and lawfully might make, use, exercise, and vend, within the United
Kingdom of Great Britain and Ireland, the Channel Islands, and Isle of
Man, an Invention for "IMPROVEMENTS IN STEERING APPARATUS REFERRING TO
A STEERING TELEGRAPH AND RUDDER INDICATOR AND A STEAM STEERING ENGINE,"
upon the condition (amongst others) that I, the said John McFarlane Gray,
my executors or administrators, by an instrument in writing under my, or
their, or one of their hands and seals, should particularly describe and ascertain
the nature of the said Invention, and in what manner the game was to be
performed, and cause the same to be filed in the Great Seal Patent Office
within six calendar months next and immediately after the date of the said
Letters Patent.
NOW KNOW YE, that I, the said John McFarlane Gray, do hereby
declare the nature of my said Invention, and in what manner the same
is to be performed, to be particularly described and ascertained in and by
the following statement thereof, reference being had to the five Sheets of
Drawings which accompany this, and to the letters and figures thereon, that
to say:-
My Invention consists of two parts, the first part refers to a steering
telegraph and rudder indicator, and the second part refers to a steam steering
engine.
As to some extent the terms telegraph and indicator are equally applicable
to certain parts of this apparatus, I wish it to be understood that throughout
this Specification I use the term "rudder indicator" as a name for that
portion of the apparatus which in ordinary steering is worked by the rudder
to tell the actual position of the rudder; and I use the word "telegraph" as
a name for that portion of the apparatus which is worked by the man at the
bridge, or at the position of governance to tell the required position of the
rudder.
First, the Telegraph and Indicator. -Heretofore such apparatus has been
constructed with two sets of connections, one for telegraphing from the bridge
to the stern, and the other for indicating the actual position of the rudder.
Now, according to my Invention these are so constructed as to form but one
machine, and the medium of communication between the bridge and the
telegraph aft forms also the medium of communication between the rudder

page_text: and the dial at the bridge. Hitherto the telegraph has been worked at the
bridge generally by a small motion of a wheel, which is usually stationary
while the rudder is being moved, but according to my Invention the telegraph
hand wheel is moved to about the same extent and in the same inanner as a
common steering wheel, and must be kept in motion while the rudder is being
moved beyond a certain distance, so that any seaman who can steer at the
helm can without further instructions also work the wheel at the bridge. As
the action at the wheel is continued during the motion of the rudder, and
according to the speed at which the rudder is moving, the man atthe telegraph
wheel has a better command of the men at the helm, and is himself less
likely to neglect watching the effect of the rudder upon the course of the
ship.
The principal object I have had in view in this part of my Invention has
been to contrive an efficient telegraph to answer all the requirements of
steering by men, and at the same time to be applicable to steering by steam
power without alteration in the working of the telegraph, and without the
intervention of a man between the person at the telegraph wheel and the
steam steering engine.
In constructing a steering telegraph and rudder indicator according to my
Invention I carry a line of small shafting in any convenient way from a hand
wheel, called the telegraph hand wheel, at the bridge to a telegraph dial aft
placed near the helm. A piece of the shafting at the telegraph aft is a
screwed shaft, which I will suppose to be a vertical shaft, it works in a nut,
and is free to move a certain distance in the direction of its axis by revolving
in the nut; this nut is attached to or is cast in one piece with a wheel, or
the nut is formed in the eye of the wheel, and the nut and the wheel turn
together in a bearing, and are provided with collars to prevent longitudinal
motion. This wheel is connected either directly or by intermediate gearing
with a wheel, which revolves along with the steering wheel shaft, so that the
nut turns only when the steering wheel shaft is turned. The screwed shaft
is provided with two stop clutches, one at each side of this nut wheel; the
position of these clutches is such as to limit the longitudinal traverse of the
screwed shaft to, say, one turn of the screw each way, or two turns altogether,
and they catch into corresponding projections on the ends of the nut when the
screwed shaft has moved through its assigned distance in either direction.
These projections are stops to the motion of the screwed shaft, when that
motion has been imparted by working the wheel at the bridge, and they are
drivers to communicate the motion of the steering wheel shaft to the screwed
shaft and telegraph shafting. The screwed shaft carries a piece containing a

page_text: turned groove, and a sliding block lies in this groove. A pin in this block is
attached to a lever, which I will herein-after designate as the traverse lever,
so that the longitudinal motion of the screwed shaft is imparted to the traverse
lever, but when the screwed shaft merely revolves with the nut, and has no
motion end ways, the traverse lever remains stationary. By this traverse
lever I control the motion of my steain steering engine to be herein-after
described.
I have already described the screwed shaft as a vertical shaft driven from
the bridge by the telegraph shafting, and I have described a wheel and nut as
being on this screwed shaft; I will now explain how I work the telegraph
signals at the helm. On the screwed shaft I fix a small spur pinion, and on
the nut I fix another similar pinion; from these I drive two small vertical
shafts, one upon each side of the screwed shaft, so that one of these shafts is
driven by the telegraph shafting, and the other by the wheel on the steering
wheel shaft. At the upper end of each of these shafts I have a worm,
gearing each into a separate toothed arc or quadrant, which are carried on the
same centre but work independently of one another. These worms or endless
screws have their threads the one right hand and the other left hand, and the
toothed arcs or quadrants have each an index arm or pointer. The index
arm of the are which is moved by the steering wheel shaft is in one piece
with that arc, and indicates on a graduated fixed dial the actual position of the
rudder; this index arm I call the rudder indicator. The index arm of the
are which is moved by the telegraph shafting is jointed to both quadrants;
the distance between the centres of these joints is short as compared with the
length of the index arm, so that any difference in the motions of the two
toothed quadrant is shown as magnified at the point of this jointed index.
arm, and the steersmen at the steering wheel are thereby directed to put the
steering wheel over to the side towards which this index arm points; it
travels over a graduated scale formed on the index arm of the other toothed
quadrant. This jointed index arm I call the telegraph director; it points to
the side to which the wheel has to be turned, and by its position shows how
much the wheel at the bridge is in advance of the steering wheel, and thus
intimates that the steering wheel should be moved faster or slower to keep
pace with the movement of the telegraph hand wheel at the bridge.
It will be understood from this description that the differential motions of
the screwed shaft and nut wheel relatively to each other produce similar
differential movements of the two toothed quadrants relatively to each other,
and that any difference between the movements of these two toothed quadrants
is shown enlarged by the telegraph director on the graduated scale formed on

page_text: the rudder indicator. When the wheel at the bridge corresponds with the
actual position of the rudder the telegraph director will point to the centre of
the rudder indicator arm, and that will then be the required position of the
rudder. It will be the duty of the steersman at the wheel to move this wheel
to one side or to the other so as to maintain the telegraph director in the
centre of the rudder indicator. When the wheel at the bridge is moved in
either direction the telegraph director will advance in the corresponding
direction beyond the centre of the rudder indicator, and will remain in
advance until the actual position of the rudder corresponds with the required
position, and then a telegraph index at the bridge, the rudder indicator at the
stern, and the telegraph director will all point to the same position for the
rudder, and the telegraph director will be central upon the rudder indicator.
This is the arrangement by which I convey a visible intimation to the
helmsman. In addition to this I fix a bell and hammers on the upper end of
the screwed shaft, and I fix a projecting pin on the nut wheel, so placed as to
give signals of warning, and if required so arranged as to strike repeatedly for
the signal of urgency.
In constructing this part of the apparatus I prefer to have two hammers,
one upon each side of the bell, and to bring the lifting ends of the hammer
levers so close as just to leave clear space for the projecting pin on the nut
wheel to occupy a position between both levers and clear of them both. At
the extremity of the lifting end of each hammer lever I have a hinged tooth
to present an inclined face always to the pin as they approach it, and to
provide a sudden release to the hammer lever when the tooth has just passed
the pin in either direction. The hammer levers are pressed by volute springs
to force the hammers towards the bell, but they are kept just clear of the
bell each by a stop bearing on the hammer end of the lever. When the
hammer is lifted and then suddenly released the force of the spring carries
the hammer on to strike the bell, the hammer lever or shank bending a little
at the stop, but after striking the haminer is retained in a position clear of
the bell, as is commonly done in engine room telegraphs. As I arrange that
the screwed shaft has one free turn in either direction from its middle
position, and as when in its middle position I place the projecting pin midway
between the lifters of the bell hammers, it follows that in moving the telegraph
wheel to either side the bell will be struck, giving a call to the steersman to
attend to the signals. When the bridge wheel has been advanced one turn
the bell will strike again, giving the call again to the helmsman to attend to
the signal for full speed, port, or starboard, as the case may be. When one
turn has been made in advance of the steering wheel, and the signal is still

page_text: unobeyed, the man at the bridge can by shaking the wheel there, through a
small arc, cause the bell to strike repeatedly for the signal of urgency. When
the order has been fully obeyed and the rudder arrives at the required position
the bell strikes one, and if carried past the required position it will strike
again, and the helms nan should bring his wheels to a position corresponding
to midway between these two strokes of the bell, and then the telegraph
director will be central on the rudder indicator. It will be understood from
thisd escription that the sounding of the bell is only the signal for warning or
attention; it is not an order to do anything, but a call to the order which is
being signalled by the telegraph director. This is the arrangement by which
I convey an audible intimation from the man at the bridge to the helmsmen.
A telegraph index at the bridge or place of governance is worked off the
telegraph shafting by a train of small wheels to give the required motion to
the pointer. The pointer may otherwise be moved by a worm or endless
screw on the telegraph shaft with the requisite intermediate gearing. I prefer
using spur gearing for giving motion to this pointer, and the wheels I use
are chosen from the change wheels belonging to screw cutting lathes. I then
get heavier wheels than are really needed, but they are less liable to damage
than lighter wheels would be. The position of the telegraph index will cor-
respond exactly with the motions of the telegraph wheel, but it will be always
in advance of the actual position of the rudder while the rudder is being
moved to orders, and behind the actual position of the rudder when it is being
moved by the sea or against orders,and will exactly agree with the rudder in
position when orders given have been obeyed. This is the arrangement by
which I convey to the man at the bridge a knowledge of the position of the
rudder. At the bridge shaft, which is a small horizontal shaft, I provide
stops for the extreme positions of the rudder, namely, for hard over port and
hard over starboard. 1 do this by cutting a strong screw on a part of this
shaft; a traversing stop nut is on this screw, and this nut is prevented
from revolving with the shaft by a guide plate. I fix stop clutches
on the shaft to gear with corresponding stop projections on the two sides
of the traversing stop nut, so that when the telegraph index shews the
extreme position for the rudder either way one of these stop clutches is in gear
with the traversing stop nut and thereby the shaft is prevented from further
movement in that direction. This is the arrangement by which I limit the
number of revolutions of the telegraph shafting to correspond with the range
of the rudder. At the bridge I connect the telegraph hand wheel to the.
shaft there by means of a safety clutch arrangement. The clutch is in two
pieces and the hand wheel is fixed to or formed on one of those pieces, it bears

page_text: at one side upon a ring collar which is fixed on the end of the shaft, it is
itself free upon the shaft; a journal is formed on this clutch piece, and a
pedestal under this journal supports that end of the shaft; upon the other.
side it is in contact with the other clutch piece, and their driving projections
there have inclined faces. The second clutch piece is seated on feathers on
the shaft and can slide longitudinally on the feathers, and to transmit any
force these two clutch pieces require to be held firmly together or they would
be thrown out of gear by the action of the inclined driving faces; they are
held in contact by a spiral spring on the shaft bearing on the second clutch
piece, and compressed by a nut and screw also upon the shaft. The two
clutch pieces and the spiral spring are thus held firmly together between the
ring collar above referred to and this nut upon the shaft, and the force of the
compression of the spring can be so regulated by the nut according to the
inclination of the faces of the clutch pieces and to the force which it will be
safe to transmit through the shafting that the clutches will part before any
undue strain can be put upon the shafting, and the telegraph hand wheel will
then revolve without moving the shafting, and will thus intimate to the man
in charge that the full signal has been given, and has not been executed, or
that the rudder is hard over; but a man who is acquainted with the apparatus
would never cause the clutches to slip, for he would know by the increasing
force required to move the wheel that one of the stops was acting. Very little
force is required to move the shafting; I have revolved it with ease, applying
only one finger to the telegraph hand wheel at the bridge, driving on the
same motion about 400 feet of shafting and 5 pairs of mitre wheels carried by
upwards of 50 pedestals besides driving the gear for the index arms.
This is the arrangement of safety clutch by which I protect the telegraph
shafting from undue strains.
When the rudder is moved in opposition to the signal from the bridge, as
when a sea strikes the rudder, the motion produced will first cause the rudder
indicator toothed quadrant to move in the same direction as the rudder, but
as the telegraph shafting is stationary the telegraph director will move in the
opposite direction, and when it has just reached the full signal for correcting
the contrary motion of the rudder the stop clutches on the screwed shaft and
on the nut wheel will have come into gear, and if the contrary motion of the
rudder is continued beyond this point, motion will be then imparted to the
telegraph shafting, and the telegraph index on the bridge will indicate a
position a little in the rear of the actual position of the rudder, as has been
already explained. The man at the telegraph hand wheel should not resist
the movement of that wheel when that is caused by the contrary motion of

page_text: the rudder, his resistance will produce no effect beyond causing the safety
clutch to slip; he should wait until its motion have just stopped,and then move
back the telegraph index to the position he requires the rudder to occupy.
The description which I have given of my steering telegraph and rudder
indicator applies whether it is worked in connection with a steering engine
or only with manual power at the steering wheels. When in connection with
the steering engine the contrary motion of the rudder would at once turn on
the engine power to correct that motion, and it would seldom happen that the
contrary motion would be continued so far as to move the telegraph shafting,
and therefore the telegraph hand wheel at the bridge would, as a rule, only
move when operated by the man in charge thereof; but all the while even
minute variatious of the rudder would signal for their own corrections at the
telegraph dial aft, and by means of the traverse lever the differential motions
produced would be communicated to the starting lever of the steering engine,
which would respond to those signals and restore the rudder to its required
position without the intervention of any attendant either at the bridge or at
the stern. The steering engine acts under these circumstances as a yielding
but powerful brake, and restrains the rudder into its required position, acting
of its own accord within the limits fixed by the traverse of the screwed shaft.
This is the arrangement by which contrary motions of the rudder signal their
own correction and apply the power of the engine to restrain the rudder.
The second part of my Invention refers to a steam steering engine, and
what is new and my Invention therein is the arrangement of the parts so as
to make the engine, which I place at the stern, be entirely under the control
of the man at the bridge, and to be self-acting to keep the rudder in any
required position, or to restore it to that position within certain limits as
above explained against the action of the sea, and adapting the engine to be
actuated by the telegraph gear above described, and in several of its details
providing for its efficient working as a special steering engine. To accomplish
this I construct an engine with two cylinders (sometimes called a pair of
engines, but in this Specification I will use the term "engine" to include the
whole) with their steam and exhaust passages and slide valves so arranged
that the direction of the steam or of the exhaust can be reversed by moving
a special admission or stop valve into one or other of its positions. I attach
this admission valve by suitable connections to a part of the telegraph gear
described in the preceding part of this Specification, and there designated the
traverse lever, which receives its motion from the screwed shaft therein also
described, and I thereby open this stop valve according to the longitudinal
motions of that screwed shaft, so that the position of this stop valve with

page_text: reference to its whole travel will always correspond with the position of the
screwed shaft with reference to its longitudinal travel, and it will agree in its
positions also with the positions and indications of the telegraph director.
There is a spur pinion on the engine shaft gearing into a wheel on the
steering wheel shaft of such relative diameters as will permit the engine to
move at an advantageous velocity while the steering wheel shaft rotates at a
slower and more appropriate speed. I thus give the engine a mechanical
advantage over the steering wheel shaft, and thereby reduce the size of the
engine required. I construct the engine shaft and its pinion so that the
pinion can be slid on feathers ou the shaft to take it out of gear with the
steering wheel shaft, so that if the steering wheel shaft is also fitted with
steering wheels, as usual, the rudder can be worked either by steam power
or by hand, or by both, as is required, the telegraph and indicator
remaining in use in either case. If required the spur wheel can be attached
to the steering wheel shaft by a friction connection. The steering wheel
shaft may be either the shaft of a chain barrel or a screw with side arms,
or the screw or shaft for actuating hydraulic or other steering apparatus.
The steering engine being in its If a complete engine may be used for other
purposes than steering. That it can be so supplied is evidently no part of my
Invention.
The Drawings accompanying this Specification from Figure 1 to Figure 14
inclusive refer to the apparatus constructed according to my Invention for
the "Great Eastern." The winding drums shown in these Drawings were
added to the steering engine at the request of Captain Sir James Anderson;
I disclaim these parts as forming no part of my Invention.
In the preceding part of this Specification I have described a steering
telegraph and rudder indicator, and a steering engine constructed according
to the Invention herein set forth, and in all respects of that form which I
prefer as suitable especially for ocean steamers,
Before referring to any of the modifications of my Invention I will describe
the accompanying Drawings, of which the Figures 1 to 14 inclusive refer to
the steering apparatus of the Great Eastero, and to these all the preceding
part of this Specification applies. The Figures 15 to 18 inclusive refer to
modifications of the steering telegraph and rudder indicator; these Drawings
I will also now describe according to the letters of reference upon the parts,
and taking these letters throughout in their alphabetical order.
The Drawings consist of five Sheets. Sheet Number 1 shows upon a
small scale, 1=48, the general arrangement of the whole steering gear.
Figure 1 is a side elevation of the steering platform, steering wheels, and

page_text: steering engine of the "Great Eastern;" Figure 2 is a side elevation of the
apparatus at the bridge; Figure 3 and Figure 4 are plans of Figure 1 and
Figure 2.
Sheet Number 2, scale 1 = 12, Figure 5 is a side elevation of the
apparatus at the bridge or place of governance; Figure 6 is a front view
of the same; Figure 10 is a plan of the same.
On Sheet Number 3, scale 1= 12, Figure 8 is a side elevation of the
steering engine at the aft side, showing also the telegraph director and rudder
indicator; Figure 9 on the same Sheet is a plan of Figure 8.
On Sheet Number 4, scale 1 = 12, Figure 10 is an end elevation of the
steering engine from the port side; Figure 11 is a sectional elevation of
the same.
On Sheet Number 5, scale 1 = 12, Figure 12 is an end elevation of the
steering engine from the starboard side; Figure 13 is a sectional plan of
the cylinders and valves. The section is taken through the centre of the
cylinders and through the centres of the valves on the dotted lines shown
from c to d in Figure 12; Figure 14 is a cross section through the cylinders
in elevation; the half of this Figure on the left-hand side is taken on
the dotted line a, and the other half on the dotted line 6 in Figure 13.
On the same Sheet Figures 15, 16, 17, 18, refer to modifications of my
Inventiontobeherein-afterdescribed. The letters of reference are as follows:-
A, bridge shaft.
A 1, telegraph hand wheel.
A 2, ring collar fixed on the shaft.
A 3, pedestal bearings.
A 4, first half of safety clutch, the bridge hand wheel is fixed on this
piece, and a journal is formed on it.
A 5, the second half of safety clutch. This piece is seated on feathers on
the shaft, and it can slide longitudinally on the shaft on these feathers. A 4
drives A 5, and thereby drives the shaft. The driving projections on A 4 and
on A 5 have inclined driving faces so that A 5 will slip out of gear trom A 4
unless they are held together.
A 6, a spiral spring compressed to keep A 4 in gear with A 5, when not
more than the safe amount of force is applied. When more force is used
the pressure acting on the inclined faces of the clutch tends to part them
with greater force than the compression of the spring which tends to keep
them in gear, and A 5 slips out of gear from A.4, and the hand wheel rotates:
without communicating motion to the shaft. This spiral spring is in. a
telescopic case.

page_text: projects below the bearing D X, and there carries a pinion D 3, which forms
the lower collar for the neck journal. There are clutch projections on the
upper side of D 2 to gear into similar projections on D 5; D 2 carries also
a stud pin on the upper side to operate the hammers of a bell.
D 3, a pinion keyed on D 2 and driving G 1, an equal pinion on the
indicator shaft.
D 4, a grooved collar piece fixed on the screwed shaft and lifted or lowered
with it. This piece carries the end of the traverse lever, and thereby the
differential motion of the screwed shaft is transmitted to the stop valve of
the steering engine.
D 5, a disc clutch; the clutch projections are on the bottom side, and gear
with similar projections on D 2.
D 6, bell with two hammers for the same, springs for the hammers, and
a plate to which the hammers are attached. The bell itself is fixed on the
upper end of the screwed shaft D, and with the stud pin carried by D 2;
these form a complete warning bell, striking when the screwed shaft leaves
its middle position either way, and when it returns to it; also when the
signal for full speed over is given, and when it is withdrawn.
D X, bearing for D 2 in piece X.
D*, intermediate shaft to transmit the motion of the steering barrel shaft
to T 1.
Di, spur pinion on D*.
Dž, mitre pinion on D*, driven by N 2; a pinion on the steering barrel
shaft D*, D, and D, to some extent perform the functions of D, D 1,
D 2, in the first arrangement.
E, shaft for aft hand wheel. This shaft has two positions; in one position the
pinions E 4 and C 5 are in gear, and in the other position they are out of gear.
E 1, aft hand wheel; by this wheel the steering engine can be operated at
the steru.
E 2, a centre plate with boss for supporting the shaft E.
E 3, a pall piece fitting either of the two grooves on the shaft E, and
thereby retaining the shaft in the one or in the other of its two positions;
this pall piece is hinged on a pin in ears at one side of the boss, and a
similar pin hole in ears at the other side admits a lock pin or a padlock.
E 4, a mitre pinion on E gearing and ungearing with C 5.
E 5, bracket supporting inner end of shaft E.
F 1, telegraph quadrant; the worm C 7 moves this quadrant.
F 2, magnifying telegraph director. This is a pointer jointed on the

page_text: indicator quadrant and also on the telegraph quadrant; these joints are
close to each other so that any movement of one quadrant past the other
quadrant is shewn as enlarged at the extremity of the pointer.
G, indicator shaft of the machine at the stern.
:
G 1, spur pinion on lower end of G; this pinion is driven by D 3, an
equal pinion.
G X, bearing for G on framing piece X.
G2, bearing for upper end of shaft G.
G 3, worm with left-hand screw on upper end of G and gearing with
indicator quadrant H 1.
H, small shaft carrying H 1 fixed and F 1 loose.
H1, indicator quadrant and pointer formed in one piece; a segment
index scale is also formed on this pointer to measure the indications of the
magnifying telegraph director.
HF, graduated index on H 1 for the magnifying telegraph director.
Hw, graduated index segment for rudder indicator fixed on the framing
or wooden casing.
J, the valves of the engine, they are cylindrical and therefore equilibrium;
these valves are worked each by one fixed eccentric on the engine shaft.
The starting and reversing of the engine is accomplished by an arrangement
of steam passages leading from the stop valve K; when the stop valve is
opened one way the engine moves round in one direction, and when the stop
valve is opened the other way the course of the steam is reversed in the
passages and the engine rotates in the opposite direction without interfering
with the valves or valve notion of the engine. The passages are formed
with a descent from the cylinder to the exhaust pipe to drain off any water
of condensation.
J 1, space in the engine valve casing corresponding to the space at the
back of the slide valve in common engines, that is, to the steam chamber.
J2, spaces in the engine valve casing corresponding to the space within
the slide valve of common engine, that is, to the exhaust chamber.
J 3, covers for engine. valve casings with stuffing boxes and glands for
engine valve rods.
J 4, doors on back ends of engine valve box.
J 5, rods for engine valves.
J 6, eccentric rods for engine valves.
J 7, guides for engine valve rods.
J к, casting forming a casing for the steam .valves.

page_text: tight division.
S 3, a flat tube connected to S2; it is similar to the tubes used in the
construction of Bourdon's pressure guages; and is used here as a pressure
guage tube.
S4, a hydraulic ram similar to $ 1, and connected to it by side rods.
8 5, one end of a hydraulic cylinder, the other end is lettered S2, a water-
tight division separates the two ends.
S 6, a flat pressure guage tube similar to S 3.
S7, pressure guage telegraph director. This pointer is connected to both
of the pressure guage S 3, S 6, so that when the fluid is being forced
into one of the tubes and drawn out of the other the pointer will incline to
that side where the pressure is least, and this will be the side towards which
the steering wheels should be turned.
S 8, a small rod connecting the index arm of the rudder indicator to the
hydraulic rams S 1, S 4.
S9, index arm of rudder indicator; the motion communicated to this pointer
corresponds with the motion of the rams S 1, S 4.
S 10, a mitre wheel gearing with N 2 and driven by it; the eye of this
wheel is screwed as a nut, and the wheel has a bearing in the bracket X1
with collars to prevent motion endways.
T, a screwed shaft or rod; this piece does not revolve, it is guided by the
cross head T 2 on the fixed guides T 3. The screw on T is very short to
allow of sufficient traverse between X 4, X 4.
T 1, a broad pinion with a turned groove on one end of its centre. This
pinion has a limited traverse between the two frames X 4. This traverse
pinion performs the function of the screwed shaft D, and grooved collar
piece D 4 in the first arrangement, but here the nut has the differential
traverse motion.
T 2, cross head guide for T 1.
T 3, guides for T 2.

page_text: light up the dial when required. A screen on U keeps the light from spreading.
The screen is not shewn.
W,casing of wood enclosing the telegraph and indicator gear and telegraph
bell on the steering engine. To light up the dial I place two lanterns, one at
each side of the dial, and I form a screen round the dial to keep the light
from spreading. Instead of lanterns the dials themselves may be transparent
and lighted up from the inside.
X, horizontal piece of framing supporting the telegraph and rudder
indicator gearing.
X 1, a bearing for the nut wheel S 10.
X 2 guides for the side rods of the rams SI, S 4. These guides form also
stops to limit the differential traverse motion of the cylinder S 2, § 5.
Y, the aft frame of the steering engine with one pedestal bearing for the
crank shaft formed on it; this frame carries also two bosses for bearings for
ends of winding shafts O.
Z, the fore frame of the steering engine with one pedestal bearing for the
crank shaft found on it, also a pedestal bearing for end of steering barrel
shaft and two bosses for bearings for ends of winding shafts O.
Z 1,brackets for carrying the differential gear
ment.
for chain connexion arrange-
It will be understood from the preceding description that to operate the
steering engine and to signal at the stern I produce a longitudinal traverse
motion corresponding to the difference between the motion of the telegraph
hand wheel and the motion of the steering barrel shaft by the intervention of
geared nut and screw between the steering barrel shaft and the telegraph
hand wheel. In Figures 15 to 18 inclusive I show two modifications of my
Invention. In each of these I use a screw and a nut to produce differential
traverse motion, and in each of these illustrations the nut gets its motion
from the steering barrel shaft as in the first arrangement, but the details are
here varied to adapt them to other means of communication between the
bridge and the stern.
Figures 15 and 16 explain how I apply the screw and nut to produce the
differential traverse motion when water or other fluid is used as the transmitter
between the apparatus at the bridge and the machine at the stern. Figure 15
represents the apparatus at the bridge,and Figure 16 shows the arrangement
at the stern.
At the bridge the apparatus consists of a horizontal shaft A carrying a
telegraph hand wheel A 1, shown in dotted lines. A pinion R 7 working a
toothed rack R, and at the further end a small pinion gearing with a

page_text: quadrant R 8 on the telegraph index pointer R 9. The rack R connects two
hydraulicrans R 1, R4, which work in two hydraulic cylinders R2, R5; these
rams are of the same size. At the stern I have a hydraulic cylinder divided by
a water-tight division to form effectively two cylinders, and I connect one end
of this cylinder S 2 to one of the cylinders at the bridge R 2 by the hydraulic
pipe R 3. I also connect the other end of this cylinder S 6 with the other
hydraulic cylinder at the bridge R5 by the hydraulic pipe R 6. The cylinders
'R 2, R 5, are fixed to one sole plate. The cylinder formed of the two ends
S2, S5, has a certain amount of longitudinal travel on the rams S 1, S 4,
limited by projections on the cylinder which come into contact with the guides
X2, X3. The rams S 1, S 4, are attached to the screw S which works through
the nut formed in the eye of the wheel S 10, and the longitudinal travel of
the cylinder from its middle position is what corresponds to one turn of the
screw $ 1, or altogether the travel corresponds to two turns of the screw S.
The traverse lever Q 1 is connected to the cylinder, and the gearing is so
arranged that when Q 1, and with it the double cylinder S 2, S 5, move
towards S 4, the connected rams S 1; S 4, move towards N, that is, in the
opposite direction to the motion of the cylinder. The double cylinder S 2, S 5,
carries with it the pressure guage telegraph dial with the parts S 3, S6, S7;
the vertical pipes R 3, R 6, are made so as to bend sufficiently to allow of the
travel of the cylinder, and the pieces S8, S9, attached to a stationary dial
constitute a rudder indicator.
the
Having thus described the arrangement of the parts I will now explain the
mode of their operation:-Figure 15 and Figure 16 show the apparatus as seen
from the aft side, and the hand wheel A 1 is moved from right to left to produce
a motion also from right to left in the wheel N 1 on the steering barrel shaft,
but in this arrangement a little less than one turn of the telegraph hand wheel
corresponds to the full range of the rudder from hardover port to hard over star-
board. Let it be supposed now that the rudder is in its middle position, and that
apparatus is as shown in the Figures with the hydraulic cylinders com-
pletely filled with fluid. If it is now required to bring the rudder over to the
starboard side the wheel Alis moved from left to right, sending the ram R l'into
the cylinder R2, and drawing the ram R 4 from the cylinder R 5, and thereby
forcing the fluid out of the cylinder R 2 through the pipe R 3 into the cylinder
chamber $2, causing the cylinder S2, S5, to move towards S 4. The rams S 1
and S4 being supposed to be still at rest, this movement of the cylinder must
also force the fluid from the cylinder chamber $5 through the pipe R6 into the
cylinder R 5. But when the cylinder S 2, S5, moves it moves also the traverse
lever Q1, and thereby opens the stop valve of the engine on that side, which

page_text: will produce motion from right to left in the wheel N 1. As the motion of N 1
is imparted to the nut wheel S 10 the screw S, and with it the rams S1, S4,
will thereby be carried towards N. When the wheel A 1 is moved at such a
velocity as to force the fluid from the cylinder R 2 just as fast as to follow up
the motion of the ram S1 the cylinder will remain stationary in the position
it then occupies, for the fluid will enter S 2 just as fast as there is room made
for it by the motion of the ram S1; and it will also be forced out of $ 5 just as
fast as there is room made for it in R 5 by the motion of the ram R 4. Should
the motion of A 1 be greater than that corresponding to the motion of the
wheel N 1, then the difference in the rate of motion will cause the cylinder
S2, S5, to advance towards S 4, and thereby increase the opening of the stop
valve of the engine, and produce an increased speed of the engine and of the
steering barrel shaft N, and this movement of correction would proceed until
the speed of the wheel N 1 did correspond to the movement of the wheel A 1, or
until the stop valve of the engine was fully opened, when the movement of
the cylinder S 2, S 5, would have reached its limit, and the motion of the
wheel A 1 could not any longer be in excess of the speed of the wheel N 1.
The result hereby produced will evidently be similar to what is effected by the
differential motion of the screwed shaft in the first arrangement. The pressure
guage telegraph director will be acted upon by the difference between the
pressures in S2 and in S5, and the director S7 will incline to the sideat which
the pressure is least, which will be also the direction in which the steering
wheel requires to be turned. The rudder indicator, as shown fixed to X 1,
will be moved by the motion of the connected rams S 1, S 4, which are moved
by the screw S according to the motions of the wheel S 10, which is driven
from N 2 on the steering barrel shaft, and therefore the position of the
indicator S9 will always correspond to the actual position of the rudder. The
steering engine to be operated by this hydraulic connexion is the same as that
already described for the first arrangement.
Figure 17 shows the arrangement of screw and nut by which I produce a
differential traverse motion to work the traverse lever when the connexion
between the bridge apparatus and the stern apparatus is rope or chain, or
rods with chain or rope. I will describe it as with a chain connexion. The
arrangement at the bridge is not shown in the Drawings, it consists of a hand
wheel and shaft, making as in the second arrangement a little less than one
turn for the whole range of the rudder from hard over port to hard over
starboard. I attach the chain to a barrel or chain pulley upon this shaft, and
I attach a hanging weight to one end of the chain, and I lead the other end
to the attachment T4 on the machine at the stern; I connect the other end

page_text: of the screwed shaft or rod by a chain passing over a pulley to a hanging
weights which forms a counterweight to the suspended weight at the bridge,
and by these two weights the chain is held in tension and in'equilibrium. At
a convenient place in the length of the chain I provide an adjusting screw, so
that any stretching in the chain can be easily rectified. The apparatus shown
in Figure 17 is intended to be fixed to the frame Z of the steering engine,"
constructed as described already in this Specification. These parts may be
fixed to the frame Y of the engine if the brackets are made to clear the
shaft N. A rudder indicator can be worked from the shaft Dx, and a
telegraph director can be worked by the longitudinal motion of T1. Any of
the arrangements herein described may be worked with the steering engine
without any provision for a rudder indicator or telegraph director at the stern,
which would not be required when working by steam power. N 1 shows by
dotted lines a mitre wheel on the steering barrel shaft, it drives Dy, a similar
wheel on the shaft D*; on the same shaft there is a spur pinion DX, which
drives an equal but broader pinion T-1 on the screwed shaft or rod T, which
operates the traverse lever Q1 by a turned groove formed on it, as in the first
arrangement; this pinion T 1 has a certain amount of traverse on the rod T
limited by the brackets Z1. The shaft or rod T has a screw cut on it so
short as to allow of its travelling endways as far as the chain T4 is drawn
on end for the full range of the rudder..
Having now described the construction of this arrangement I will next
explain the mode of its operation:-When by moving the telegraph hand
wheel the chain draws T in the direction of T 4 the traverse lever Q1 is also
drawn in that direction, and thereby the engine is put in motion from left to
right,moving N2 from right to left in Figure 18. This motion is transmitted
to T 1,causing it to rotate so as to screw itself along the piece T in the direc-
tion the opposite of the motion of T. When the motion of the engine is just
that corresponding to the motion of the wheel at the bridge, then the shaft T
is pulled towards T4 at the same rate that the nut wheel T1 is screwed along
the shaft in, the opposite direction, and therefore T1 will have actually no
motion endways, and the traverse lever will be maintained in one position;
but if the wheel at the bridge be moved faster or slower than the engine is
moving then the traverse lever will be moved to open the stop valve to a
greater extent, and thus to increase the speed of the engine, or to partly close
it and thus reduce the speed of the engine,controlling the speed of the engine
and thereby of the motion of the rudder to make them correspond with the
movement of the telegraph hand wheel at the bridge. Instead of using one
chain and counterweights two chains might be used, or a continuous chain

page_text: attached to both ends of the traversing screw, and without counterweighte.
Instead of the shafting in the first arrangement, Figures: 1 to 14, a rotary
motion may be communicated to the differential screw by a single or double
rope or chain led from a pulley or a barrel at the bridge. A differential
longitudinal traverse motion suitable for controlling a steering engine, such as
that described, can be produced by using a train of three spur wheels, driving
one of the outer wheels by telegraph shafting from the bridge, and driving
the other outer wheel from the steering barrel shaft. The two outer wheels
should have fixed centres, and the middle wheel should have its centre fixed
on the end of the traverse lever or connected to it, so that when the traverse
lever is in its middle position the centres of the three wheels will be in a
straight line, then when the telegraph shaft is moved in either direction in
advance of the rudder steering barrel shaft the middle wheel will be rolled to
some extent over the other wheel, and will thereby carry its centre beyond
the straight line joining the centres of the two outer wheels, and thereby give
the required motion to the traverse lever. When this arrangement is adopted
the teeth of the wheels should be of that form called involute, which does
require that the wheels shall be geared always to the same depth.
I describe this as a practicable modification of my Invention, but I prefer
the arrangement first described in this Specification. I would here state that
on the steam pipe and below the cylinders of the steering engine I form a
separator to interceptany water of condensation, and such water is discharged
by a trap. It will be obvious that the steering engine can be used without
the telegraph, and the telegraph without the engine; that instead of connecting
the steering engine directly to the steering apparatus the motion can be
conveyed by intermediate gear to allow of the engine being placed in any
convenient position; for instance, in ships of war below the water line, and
that the engine shaft can be formed on or be an extension of a shaft of the
steering apparatus. The differential motion herein described may be adopted
in the construction of steering engines for maneuvering war turrets or heavy
ordnance. It will also be obvious that instead of steam any other power fluid
can be employed.
Having now described the nature of my said Invention, and particularised
the same, I would have it understood that I do not confine myself to the
exact details and arrangements described herein and shewn on the Drawings, as
many modifications may be made without departing from the leading features;
what I consider to be new and desire to claim as of my Invention is,―
I. Iu self-acting steering engines as means for preventing the accumulation.
of watein the cylinders employing cylinders placed horizontally, the steam

page_text: passages of which between the cylinder and exhaust pipe are formed with a
fall or descent from the cylinder to allow water to drain awayitom Sma
II As means for reversing the motion of steering engines the combination
of the stop valve K with the steam passages J 1,J 2, substantially as described
and shewn by Figures 13 and 14 on the accompanying Drawings.
III. As means for producing a differential traverse motion for controlling
the action of a steering engine, the employment of a screw and a nut, either,
one of which receives a rotary motion from the steering barrel shaft or its
equivalent, substantially as described.
IV. As means for reversing steering engines provided with valves operated
by link motion or otherwise, the employment of a screw and a nut as described,
either one of which receives rotary motion from the steering barrel shaft or
its equivalent.
V. For the purpose of directing the course of the steam in steering engines,
the employment in combination of the stop valve K and differential action
screw and nut.
VI. As means for controlling the action of steering engines from the bridge
or place of governance, the employment of rotating shafting in combination.
with apparatus arranged to produce a differential traverse motion to control
the engines.
..
VII. In steering telegraphs, or for operating a steering engine, I claim
the safety clutch A 4, A 5, constructed substantially as described to prevent
overstraining.
VIII. In steering telegraphs the magnifying telegraph director F2, con-,
structed with two joints substantially as described.
IX. In steering telegraphs the quadrants F 1, H 1, operated by worms in
the manner and for the purpose set forth.
X. The use of water or other fluid as an agent to transmit motion from
the bridge or place of governance to apparatus producing a differential
motion in connection with a steering telegraph, or a steering engine, or with
a steering telegraph and a steering engine, substantially as described.
XI. In connexion with a steering engine, or with a steering telegraph, or
with a steering engine and a steering telegraph, the cylinder or cylinders
S2, S 5, operating by a differential traverse motion in the manner and for the
purposes set forth.
XII. In connexion with a steering engine, or with a steering telegraph,
or with a steering engine and a steering telegraph the screw D and nut D2,
operating in the manner and for the purposes set forth.

page_text: XIM!Operating a steering engine andia steering telegraph by one and the
same motion transmitter led from the place of governanceal tusnob to list
As means for controlling steering engines the driving pinion Dr,
the nut wheel 'T' 1, and the screwed shaft or rod T, working in combination as
shewn in Figures 17 and 18.
XV. In steering telegraphs the bent pipes S 3, 'S 6, combined with and
operating the pointer S7, in the manner and for the purpose set forth.
XVI. Producing a differential motion for controlling steering engines bya
train of three wheels, arranged and operating as described.
XVII. The general arrangement of the parts constituting a steering
as herein described and shewn on 'the Drawings by Figures 1 to 14
inclusive.
engine, a
XVIII. The general arrangement of the parts constituting a steering
telegraph and rudder indicator, as herein described and shewn by Figures 1
to 12 inclusive on the Drawings."
XIX. The general arrangement of the parts constituting a. steering tele-
graph and rudder indicator, as herein described and illustrated by Figures 15
and 16 on the Drawings.
In witness whereof, I, the said John McFarlane Gray, have hereuntoset
my hand and seal, this Fifteenth day of June, in the year of our
Lord one thousand eight hundred and sixty-seven.
In the presence of
JOHN T. KING,
Witness,
JOHN MCFARLANE GRAY. (L.B.)