Auxiliary Steering Gear.
Year: 1892

page_text: Date of Application, 27th Dec., 1892-Accepted, 28th Jan., 1893
Auxiliary Steering Gear.
I, HERBERT LESTER WEITZEL, of No. 256 East Sixteenth Street, Oakland,
Alameda County, State of California, U.S.A., Mariner, do hereby declare the
nature of this invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :-
My invention relates to a device which I term "An Auxiliary Steering Gear
for Vessels." It consists of a second or supplemental rudder pivoted in the front of
the stern post with connections whereby it is retained in a central position when
not in use, and by which it may be operated whenever the principal rudder is
disabled.
Referring to the accompanying drawings for a more complete explanation of my
invention:-
Figure 1 is a side view of the stern of a ship with my device applied to a single
shaft propeller.
Figure 2 is a similar view showing my rudder with chain connections.
Figure 3 is a horizontal cross section on the line y-y of Figure 2 looking
upward.
My invention is designed to provide an auxiliary steering gear which may be
instantly put into use in case the main rudder or steering gear is disabled, but which
at all other times is out of the way.
A represents the stern of a vessel. B the stern post and C the main rudder, these
parts being constructed in the usual manner.
In the run, just above the keel and forward of the stern post, is made an
opening D which extends entirely through from side to side, and is of sufficient size
to receive a rudder E, the pintles for which are properly fixed in the front portion
of this opening.
The thickness of the keel at this point is considerable, therefore, this auxiliary
rudder may be made of any suitable material, strength and thickness. The forward
portion of the opening has a vertical concave groove E' in which the front end of
the auxiliary rudder fits and the sides of this groove extend back sufficiently on
each side of the rudder to partially enclose the front edge, serving at the same time
to protect it from damage by being struck from the outside, and loosened from its
pintles, and also as stops to limit the amount of its turn in either direction.
In sailing vessels, or steamers, having twin screws where there is no obstruction,
this supplemental rudder will have a rudder post extending upwards to the deck,
or as far as may be desired, and an independent tiller or operating attachments.
That part of the post which passes from the inside to the outside, has a suitable
stuffing-box to prevent leakage. In case of a single shaft propeller, the rudder post
may enter the shaft tunnel and have a tiller N fixed to its head beneath and parallel
with the shaft, with suitable operating connections.
Figure 3 shows the arrangement for using supplemental independent chains. In
this construction the rudder has upon each side stout eye bolts Fat top and bottom.
These eye bolts are connected by links G with a ring H and to this ring a chain I
is connected, one upon each side of the rudder.
At any suitable point in the lower part of the counter or of the vessel, holes are
made, one upon each side, and sufficiently far apart so that the chains leading into
these holes will have the necessary purchase or leverage to draw the rudder to one
side or the other.
These holes are fitted with hawse pipes K which are made tight where they pass
through the vessel, to prevent any leakage, and they curve upward in a long easy
curve. so that the chain will move easily around the curve without the necessity of

page_text: anti-frictional rollers at this point. These pipes lead up to the deck, or a point
where power can be applied to them when desired.
The upper ends of these chains pass through the deck as shown in Figure 2, and
are connected with the shackles L and these shackles are connected with the stout
ring bolts M which are fixed in the deck of the vessel, so that when the chains are
drawn perfectly tight with this auxiliary rudder in a central position, the rudder
will be maintained in this position and practically form a part of the keel and run
of the vessel.
As the chains are well under the counter of the vessel, it will be manifest that
they will not present any material obstruction at this point, and as long as the
ordinary rudder remains fit for use, this auxiliary rudder will be held in its central
position by the tension of the chains connected with it.
If any accident happens to the main rudder or to any portion of the steering gear
which will disable it, it is only necessary to disengage the chains K from the
shackles with which they are connected upon the deck and connect with any
supplemental device by which the rudder may be controlled.
This apparatus may be used either temporarily while repairs are being made to
the main apparatus, or if found necessary it will be found sufficient to guide and
control the vessel until she can reach port or some place where repairs can be
completed.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
1. In combination with a vessel having a main rudder and steering gear, an
auxiliary rudder pivoted in the run of the vessel in front of the stern post and above
the keel, and a tiller or other attachment connecting with it, whereby it may be
turned from side to side and controlled, substantially as herein described.
2. An opening made in the front of the stern post and above the keel of a vessel,
a rudder fitted in said opening having pintles upon its front edge, chains connected
with the rear edge upon each side, pipes fitted into the counter or run of the vessel
curving upward above the water line through which pipes the chains lead and
connections at the upper ends of the chains by which the rudder is held in a central
position or moved from side to side, substantially as herein described.
Dated this Twenty-seventh day of December 1892.