AN IMPROVED MODE OF AND APPARATUS FOR STEERING AND TURNING VESSELS
Year: 1863

page_text: LETTERS PATENT to Frederick Elsworth Sickels, of New York City,
United States of America, but now residing at Bute Street, Brompton,
in the County of Middlesex, Engineer, for the Invention of "AN IM-
Sealed the 12th January 1864, and dated the 5th November 1869.
PROVISIONAL SPECIFICATION left by the said Frederick Elsworth Sickels
at the Office of the Commissioners of Patents, with his Petition, on the
5th November 1863.
I, FREDERICK ELSWORTH SICKELS, of New York City, United States of
America, but now residing at Bute Street, Brompton, in the County of
Middlesex, Engineer, do hereby declare the nature of the said Invention
for "AN IMPROVED MODE OF AND APPARATUS FOR STEERING AND TURNING VESSELS,"
to be as follows:-
My inprovements in the apparatus for steering and turning vessels consist
in providing for some of the various exigencies that arise in practice when
using mechanical power to operate a rudder or rudders on vessels of various
descriptions and in different situations, and the circumstances of each case
must determine the adoption of so much of the improvements below referred
to as are best adapted to it.
Firstly, when operating the rudder or rudders by power, I use a supple-
mentary engine for reversing the action of the propelling engines on the
propellers, and by producing a sympathetic action of the rudder or rudders by
A

page_text: 'the means to be presently described, I bring the currents created both by the
forward and backing motions of the propelling engines upon one and the same
side of the rudder or rudders (which side is for the time being the effective
side of the rudder), and thus I turn or revolve the vessel to port or starboard
according to the position to which the rudder is shifted, as the propelling
engines are reversed without propelling it ahead or astern beyond the required
position.
Secondly, in connection with the propelling engines is an indicator, which is
placed conveniently for the steersman. This indicator may consist of a floating
hand driven to and fro and maintained in any required position by a current
of air created by the propelling engines, its object being to indicate to the
steersman the position into which the rudder is to be shifted according as the
direction of rotation of the propeller is shifted to turn the vessel. One end
only of this hand is visible at a time to the steersman, that which is to be seen
being determined by the direction the vessel is required to be turned. An
indicator operated by the rudder is placed close to this engine indicator,
shewing the position and motion of the rudder, and by the steersman causing
this indicator to follow the indications of the engine indicator the vessel will
be turned round either to port or starboard, as required; there will thus be
removed from the steersman the responsibility of judging of the position the
rudder is to take with respect to the currents created by reversing the action
of the propellers. The rudder is to be moved quickly in the direction it is
desired to turn the bow of the vessel, and slowly in the opposite direction,
and the directions exposed to view on the dial should correspond accordingly.
In connection with the above improvement I use a separate telegraph
apparatus to convey orders to the engineer and steersman respecting the
operations of the rudder and the engines when employed to revolve the
ship.
Thirdly, I combine an extension rudder with an engine to operate the rudder
by power, and am thus enabled to adapt the size of the rudder to the power that
is applied to it according to the rapidity it is required to turn the vessel. The
extension rudder may be of any of the known modes of construction, and its
adjustment may be effected from within the vessel, or a piece may be shipped
on the rudder and hoisted on board when not used.
Fourthly, I propose to construct rudders with swinging leaves or shutters
which will feather on turning in one or other direction, the rudder when
moving back acting as a propeller to turn the vessel. The feathering leaves
or shutters are capable of being arrested, so as to propel in either direction as
required, stops that are adjustable from the inside or outside of the ship being

page_text: used for that purpose. The feathering leaves may also be locked to allow of
the rudder acting as an ordinary rudder, or the whole or part of the feathering
leaves or shutters may be liberated so as to move freely in either direction,
and then in heavy weather they will yield to the blows of the sea, or they may
be taken on board when not required for use. The feathering shutters may be
made on a frame to ship and unship from the rudder. The stops may act on
elastic pads to avoid jar in arresting the feathering pieces.
Fifthly, I propose to convert a ship's rudder into a propeller for turning the
véssel by imparting a reciprocating motion thereto by motive power, the rudder
when a solid one being moved slowly in one direction and fast in the other.
When, however, the feathering shutters are applied to the rudder it may be
worked at the like speed in either direction. One or more rudders can be
used, and they may be located to suit the requirements and the construction of
the vessel on which they may be placed. The motive power for operating the
rudder may be a special power engine that reverses its valves to reciprocate
the rudder, or one that revolves continuously in one direction with a crank or
cam motion to reciprocate the rudder, or the rudder may be operated by the
ordinary propelling engines.
Sixthly, on the rudder post I fit a loose collar, which also fits the opening
in the stern. By removing this collar the rudder is easily unshipped,
while the collar when in place makes a tight joint to exclude the water.
Seventhly, the rudder chain or rope I guide in a curve struck from the
rudder post so as to take up the slack and preserve the leverage when the
rudder is hard over either way. The extremity of the tiller arm I bend
downwards, so as to lead down to the steering gear.
Eighthly, to keep the steersman from moving the rudder too far either
way when working the valve motion by hand, I put a stop on the valve
motion.
"
Ninthly, an indicator from the rudder is conveniently placed for the
engineer, so that he can see the position and motion of the rudder while
working the engines to revolve the ship, and an indicator from the reversing
gear is conveniently placed for the steersman to notify him when the propelling
engines are about to be reversed.
Tenthly, as a novel form of extension rudder I suspend an extension piece
upon a joint on the rudder, and secure it by a catch that is operated by a rod
or string, thus keeping it from falling outwards by the action of gravity. The
same catch on the rudder will also hold the turning or extension piece in when
it is drawn towards the vessel. This catch acts in different notches to hold
the shifting piece as required.

page_text: Eleventhly, to bring the rudder amidships when it. is liberated from the
control of the steersman, I cause a weight or spring to act on the valve
motion.
Twelfthly, I employ a hand-steering arrangement to operate through a
friction break, so that in operating a large rudder that is calculated for
power steering the wheelman may be safe from the effects of the sea.
Thirteenthly, when I use a special engine to work the rudder as above
described I cause it also to shift the reversing gear of the propelling engine
in order to turn the ship. The propelling engine should be provided with
ample relief valves to avoid compressing the steam when suddenly reversing
the engines.
Fourteenthly, the propeller blades I propose to make of what is known in
trade and commerce as vulcanite, so as to reduce the weight and increase the
elasticity of the blades, thus securing at the same time less liability to break
from sudden application of force, and less resistance when the propelling
engines are suddenly reversed. The vulcanite blades are to be strengthened
by metal plates connected to the hub of the propeller and extending towards
the extreme diameter.
Fifteenthly, rudders I also propose to make partially of vulcanite with a
metal rudder stock, the vulcanite yielding to the pressure of the water when
an excessive strain is applied and will act as a means of safety to the
steering apparatus. The rudder will also be lighter than if made entirely of
metal.
Sixteenthly, when the propelling engines are used to operate the rudder
(and the steering gear is not strong enough to resist the whole power that
may be then brought upon the rudder), I place between it and the rudder a
friction connection, so that only so much power can be applied to the rudder as
this friction connection will transmit without slipping, and the force with
which the rudder can be operated by the propelling engines can be adjusted
by tightening or loosening the friction. A belt may be thus used to transmit
the power to the rudder or friction surfaces in direct contact, or an elastic
connection may be interposed between the engine and rudder so. as by its
yielding to prevent any excessive strain being applied to the rudder.
It will be convenient to have the hand-steering apparatus, the separate
steering engine above mentioned, and the propelling engines connect with and
disconnect from the rudder or rudders at pleasure, so that either may be used or
thrown out of gear as circumstances may require.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Frederick Elsworth Sickels in the Great Seal Patent Office
on the 5th May 1864.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, FREDERICK
ELSWORTH SICKELS, of New York City, United States of America, but now
residing at Bute Street, Brompton, in the County of Middlesex, Engineer, send
greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Fifth day of November, in the year of our Lord
One thousand eight hundred and sixty-three, in the twenty-seventh year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me,.
the said Frederick Elsworth Sickels, Her special license that I, the said
Frederick Elsworth Sickels, my executors, administrators, and assigns, or
such others as I, the said Frederick Elsworth Sickels, my executors, admi-
nistrators 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 "AN IMPROVED MODE OF AND APPARATUS FOR STEERING
AND TURNING VESSELS," upon the condition (amongst others) that I, the said
Frederick Elsworth Sickels, by an instrument in writing under my hand
and seal, should particularly describe and ascertain the nature of the said
Invention, and in what manner the same 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 Frederick Elsworth Sickels, 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, reference being had to the Drawings hereunto annexed,
and to the letters and figures marked thereon (that is to say):-
My improvements in the apparatus for steering and turning vessels consists in
providing for some of the various exigencies that arise in practice when using.
mechanical power to operate a rudder on vessels of various descriptions and in
different situations, and the circumstances of each case must determine the adop-
tion of so much of the improvements below referred to as are best adapted to it.
Firstly, when operating the rudder or rudders by power, I use a supple-
mentary engine for reversing the action of the propelling engines on the
propellers, and by producing a sympathetic action of the rudder or rudders by

page_text: the means to be presently described, I bring the currents created both by
forward and backing motions of the propelling engines upon one and the same
side of the rudder or rudders (which side for the time being the eflective side
of the rudder), and thus I turn or revolve the vessel to port or starboard,
according to the position to which the rudder is shifted, as the propelling
engines are reversed without propelling it ahead or astern beyond the required
position.
Secondly, in connection with the propelling engines is an indicator, which
is placed conveniently for the steersman. The indicator may consist of a
floating hand driven to and fro and maintained in any required position by a
current of air driven by the propelling engines, its object being to indicate to
the steersman the position into which the rudder is to be shifted according as
the direction of the indicator of the propeller is shifted to turn the vessel.
One end only of this hand is visible at a time to the steersman, that which is
to be seen being determined by the direction the vessel is required to be
turned. An indicator operated by the rudder is placed close to this engine
indicator, shewing the position and motion of the rudder, and by the steers-
man causing this indicator to follow the indications of the engine the vessel
will be turned round either to port or starboard, as required; there will thus
be removed from the steersman the responsibility of judging of the position
the rudder is to take with respect to the currents created by reversing tho
action of the propellers. The rudder is to be moved quickly in the direction it
is desired to turn the bow of the vessel, and slowly in the opposite direction;
and the directions exposed to view on the dial should correspond accordingly.
In connection with the above improvements I use a separate telegraph appa-
ratus to convey the orders to the engineer and steersman respecting the
operations of the rudder and the engines when employed to revolve the ship.
Thirdly, I combine an extension rudder with an engine to operate the
rudder by power, and am thus enabled to adapt the size of the rudder to the
power that is applied to it, according to the rapidity with which it is required
to turn the vessel.. The extension rudder may be of any of the known modes
of construction, and its adjustment may be effected from within the vessel, or
a piece may be shipped on the rudder and hoisted on board when not used.
Fourthly, I propose to construct rudders with swinging leaves or shutters
which will feather in turning in one direction, the rudder when moving back
acting as a propeller to turn the vessel. The feathering leaves or shutters are
capable of being arrested, so as to propel in either direction as required, stops
that are adjustable from inside or outside of the ship being used for that
purpose. The feathering leaves may also be locked to allow of the rudder acting

page_text: as an ordinary rudder, or the whole or part of the feathering leaves or shutters:
may be liberated, so as to move freely in either direction, and then in heavy
weather they will yield to the blows of the sea, or they may be taken on board
when not required for use. The feathering shutters may be made on a frame
to ship and unship from the rudder. The stops may act on elastic pads to
avoid jar in arresting the feathering pieces.
Fifthly, I propose to convert a solid ship's rudder into a reciprocating
propeller for turning the vessel by imparting a motion thereto by motive
power, the rudder being moved slowly in one direction and fast in the other...
When, however, the feathering shutters are applied to the rudder it may.be
worked with like speed in either direction. One or more rudders can be used,
and they may be located to suit the requirements and the construction of the
vessel on which they may be placed. The motive power for operating the
rudder may be a special power engine that reverses its valves to reciprocate
the rudder, or one that revolves continuously in one direction with a crank or
cam motion to reciprocate the rudder, or the rudder may be operated by the
ordinary propelling engines.
Sixthly, on the rudder post I fit a loose collar, which also fits the opening
in the stern. By removing this collar the rudder is easily unshipped, while
the collar when in place makes a tight joint to exclude the water.
Seventhly, the rudder chain or rope I guide in a curve struck from the
rudder post, so as to take up the slack and preserve the leverage when the
rudder is hard over either way. The extremity of the tiller arm I bend
downwards, so as to lead down to the steering gear.
Eighthly, to keep the steersman from moving the rudder too far either way
when working the valve motion by hand, I put a stop on the valve motion.
Ninthly, an indicator from the rudder I place conveniently for. the engineer,
so that he can see the position and motion of the rudder while working the
engines to revolve the ship, and an indicator from the reversing gear is
conveniently placed for the steersman to notify him when the propelling
engines are about to be reversed.
Tenthly, as a novel form of extension rudder I suspend an extension pieco
upon a joint on the rudder, and secure it by a catch that is operated by a rod
or string, thus keeping it from falling outwards by the action of gravity. The
same catch on the rudder will also. hold the turning or extension piece in
when it is drawn towards the vessel. This catch acts in different, notches to
hold the shifting piece as required.
Eleventhly, to bring the rudder amidships I cause a weight or spring to act
on the valve motion when it is liberated from the control of the steersman...

page_text: Twelfthly, I employ a hand-steering arrangement to operate through a
friction break, so that in operating a large rudder that is calculated for power
steering the wheelman may be safe from the effects of the blows of the sea.
Thirteenthly, when I use a special engine to work the rudder as above
described I cause it also to shift the reversing gear of the propelling engines
in order to turn the ship. The propelling engines should be provided with
ample relief valves to avoid compressing the steam when suddenly reversing
the engines.
Fourteenthly, the propeller blades I propose to make of what is known in
trade and commerce as vulcanite, so as to reduce the weight and increase the
elasticity of the blades, thus securing at the same time less liability to break
from sudden application of force, and less resistance when the propelling
engines are suddenly reversed. The vulcanite blades are to be strengthened
by metal plates connected to the hub of the propeller and extending towards
the extreme diameter.
Fifteenthly, rudders I also propose. to make partially of vulcanite with a
metal rudder stock; the vulcanite yielding to the pressure of the water when
an excessive strain is applied will act as a means of safety to the steering
apparatus, The rudder will also be lighter than if made entirely of metal.
Sixteenthly, when the propelling engines are used to operate the rudder,
and the steering gear is not strong enough to resist the whole power that
may be then brought upon the rudder, I place between it and the rudder a
friction connection, so that only so much power can be applied to the rudder
as this friction connection will transmit without slipping, and the force with
which this rudder can be operated by the propelling engines can be adjusted
by tightening or loosening the friction. A belt may be thus used to transmit
the power to the rudder or friction surfaces in direct contact, or an clastic
connection may be interposed between the engine and rudder so as by its
yielding to prevent any excessive strain being applied to the rudder.
It will be convenient to have the hand-steering apparatus, the separate
steering engine above mentioned, and the propelling engines to connect and
disconnect from the rudder or rudders at pleasure, so that either may be used
or thrown out of gear as circumstances may require.
I will now proceed more particularly to describe my Invention, reference
being had to the accompanying Drawings, in which Sheet I. shews at Fig. 1 a
longitudinal vertical section of a vessel with some of my improvements; Fig. 2
being a plan view of the same. A are the propelling engines; B, the steering
engines; C, supplementary engines for operating the links of the main
engine A.

page_text: By using the supplementary engine to wind up the chains a on the drum c,
and ruise the links d and d of the propelling engines, the propelling engines:
will be reversed in their motion while under steam, and by reversing the
supplementary engine and thus allowing the links to fall by their own or
attached weight to the position shewn in the Drawing the propelling engines
will be again reversed. The supplementary engine may be of any suitable.
construction, but I prefer the same construction as shewn at B, to be
hereafter more particularly described, and the. hand wheel e, can be operated:
to control the position of the links if it is connected to the valve motion of the
supplementary engine in the same inanner as the hand-steering wheel e is con-
nected to the valve motion of the steering engines B. By moving the rudder:
rapidly with the steering engines in the direction in which it is desired to turn,
the vessel, and holding the rudder in that position while a backward current is.
acting on it from the forward motion of the propelling engines, and then using.
the supplementary engines to rapidly shift the links d, d', as the vessel starts
abead, and at the same time slowly shifting the rudder so as to cause the forward
current created by the backing motion to act on the same side of the rudder
as the backward current acted on the pressure created by the currents of
water upon the rudder will tend to revolve the ship. By continuing this
alternate forward and backing motion of the propelling engines, and by rapidly.
moving the rudder with the steering engines in the direction it is desired to.
turn the vessel, the rudder will be while thus rapidly moving acting as a pro-;
peller to assist in turning the vessel. The rudder should be moved more:
slowly in the opposite direction from that to which it is desired to turn the
vessel, and by rapidly shifting the links with a supplementary engine, so as
to promptly and frequently reverse, the propelling engines and obtain contrary
currents acting on the same side of the rudder, the ship will revolve without
moving ahead or astern. The rapid movement of the rudder will assist in;
forcing the stern in the desired direction, whilst the slow movement lessens the
resistance offered to the rudder when returning to make a fresh stroke. For
instance, to revolve the vessel to port, the rudder should be rapidly turned
to port with the aid of the steering engines, and the propelling engines started
ahead. As soon as the vessel moves ahead the links should be moved with
the supplementary engine so as to rapidly reverse the propelling engines, and
the rudder slowly moved to starboard, then as the vessel starts to go back the
links should be again shifted to quickly cause the propelling engines to go
ahead, and the rudder should. be rapidly turned to port, and these operations
should be repeated to cause the vessel to revolve to port.
the vessel to revolve to starboard the rudder should be rapidly turned to star-
Again, to cause;

page_text: board by the aid of the steering engines, and the propelling engines started
ahead. As soon as the vessel moves ahead the links should be moved with
the supplementary engine so as to rapidly reverse the propelling engines, and
the rudder slowly moved to port, then as the vessel starts to go back the links
should again be shifted to quickly cause the propelling engines to go ahead,
and the rudder rapidly turned to starboard, and these operations should be
repeated to cause the vessel to revolve to starboard. The propelling engines
should be provided with ample relief valves to avoid compressing the steam
when suddenly reversing the engines.
As in order to revolve the ship by the joint action of the rudder, and the
alternate backward and forward motion of the propelling engines, it is desirable
to cause the currents create:1 by the propeller-to constantly act on the side of
the rudder to which it is required the ship should revolve, and as it is
necessary to turn the rudder rapidly towards that side, and slowly in the
opposite direction, therefore it is desirable to furnish the steersman with
some means of ascertaining the movements of the propelling engines and.
rudder, in order to indicate to him the mode in which he is to operate the
steering engines. For this purpose I provide the apparatus shewn at D. in
Sheets III. aud IV., and on an enlarged scale at Figures 1, 2, 3, 4, in
Sheet II., Fig. 1 being a front view, Fig. 2 similar view with the front screen
removed, Fig. 3 a transverse vertical section, Fig. 4 a partial section through
the centre at right angles to Fig. 3. Similar letters in Sheet II. indicate.
similar parts.
A is a cylindrical case; b is a fan blower driven by bevil gearing from the
propeller shaft. Outside of the blower. b, but within the case, are two
paddles c, c, connected together by arms d, d, which are capable of turning
loosely on the same axis as the blower b. On rotary motion being given to
the blower in either direction, the current of air formed will carry the
paddles around in the same direction as the blower until the bottom, paddle
strikes one of the pins e, e; f,f, are two windows, through which the steers-
man may see the paddles c, c. A counterbalance weight g attached to a cord
passing between the pulleys h, and attached to the bottom paddle c, serves to
bring the paddles to the central position when the engines stop. The axis of
the fan 6 projects through the front of the case a, and turning loosely upon it
is an index bar i, which is moved by cords ; (see. Sheet III.), and from the
rudder passing around the pulley k, it will be understood that, on the rudder
being shifted either way the bar. i will be rocked on its centre, thus indicating
to the steersman the motion of the rudder.
A modification of the above is shewn in Fig.5; in this case the bar 1.

page_text: "
instead of rocking on the centre of the fan b, slides in grooves in the case a,
which is made with a square front for that purpose, and is driven to and fro
across the face of the apparatus by means of the cord .j. Secured to the
index i are two plates 1, 1, having engraved upon them the words "fast" and
"slow," with index hands, as seen on the Drawings; the front of the case a
has also engraved upon it the words port " and "starboard," the object' of
these will be presently described. A hood or screen m partially covers the
case; this screen m can be turned around in the groove a, so as to exhibit
either the upper or lower balf of the index with its window f, and the
engraved words; o, o, o, are three bevil wheels furnished with a suitable
shifting lever, by means of which the motion of the blower can be reversed
irrespective of the propeller engines."
The operation of the machine is as follows:-When it is desired to turn.
the vessel to port, the screw m is shifted to the position shewn in Fig. 1, this
will exhibit the lower half of the index bar i, and word "port"
on the
front of the apparatus. The propelling engines being started ahead, the bevil
wheels o, o, should be adjusted so that the lower paddle.c is carried over
towards the word "fast;" the steersman who will see this paddle through the
lower window will turn the rudder until he sees the bar i travelling in the
same direction, and the rudder is hard over. On the propelling engine being
reversed, the paddle c will be driven in the opposite direction, and the steers--
man will reverse the rudder; the words "fast" and "slow" will instruct him
in which direction he is to turn the rudder "fast," which "slow." In order
to turn the vessel to starboard the screen m is turned round until the upper
half of the index i is uncovered. The bevil wheels o, o, should be adjusted
so that the upper paddle c is carried over towards the word "fast;" the steers-
man who will see this paddle through the upper window f will turn the rudder.
until he sees the bar i travelling in the same direction, and the rudder is hard.
over. On the propelling engines being reversed, the paddle c will be driven
in the opposite direction, and the steersman will reverse the rudder. The
words "fast" and "slow" will instruct him in which direction he is to turn
the rudder fast and slow. When the modification shewn in Fig. 5 is used,
the adjustment of the bevil wheels is not required after the first adjustment,
the number of revolutions that the propelling engines are caused to make in
one direction before turning them in the contrary direction depending upon
the space that it is desired to take in turning. If it is desired to turn in a
small space, then a few revolutions in one direction of the propelling engines
should be immediately succeeded by a few revolutions in the contrary
direction.

page_text: In Sheet IV., I have shewn at Fig. 1 a plan, and at Fig. 2 a longitudinal
vertical section of an apparatus for turning the vessel by using the rudder
alone as a propeller. B are the steering engines, hereafter more particularly
described. To the main shaft of these engines are attached cog wheels a, a,
which gear into cog wheels on the counter shaft b, and can be shifted to drive
the counter shaft bat different speeds; this counter shaft is mounted in
suitable bearings in the standards c, c; one end of this shaft 6 carries a bevil
pinion d, which takes into the teeth of a bevil wheel e; to this bevil wheel e is
secured a slotted arm f carrying an adjustable block g and pin h; this pin h
works in suitable brasses in the slotted lever i, which is keyed at j to the post
of the rudder k. It is obvious that on rotary motion being imparted through
the bevil wheel d, e, and gearing a from the engine B, the slotted lever i will
receive a horizontal vibrating motion; this vibrating motion will be fast in
one direction and slow in the other, depending upon the direction the engines
are revolving; thus supposing the vibrating arm to be travelling in the
direction of the arrow, Fig. 1, the pin h being at the extremity of the lever ",
it would move rapidly from 1 to 2, when it arrived at 2 the lever would begin
to come back, and the pin h being nearer the fulcrum would have less power,
and consequently travel slower until it arrived at 3, when the lever would
again be reversed, and again rapidly pass over to 2, thus giving the slotted
armi and consequently the rudder a slow motion in one direction, and fast in
another. By reversing the steering engines B this operation will be reversed,
the slow and fast motion of the rudder being determined by the relative
leverage and power of the engine as compared to the resistence of the rudder.
The valves of the steering engine B are operated through the eccentrics by
the hand-steering wheel m, which may be turned by hand to operate the
rudder, or if thought desirable by means of a cord n, which is operated by the
steersman at any convenient part of the ship; this cord passes around a
pulley o attached to a lever p, which has its fulcrum at q.
of this lever p is attached a short sleeve sliding on the
secured to the steering wheel m; this sleeve r carries two
through a spiral groove in the sleeve s into a straight slot in the shaft of the
engine, upon which shaft the sleeves and wheel m revolves. As therefore the
lever p is rocked to and fro on the fulcrum q, it will carry with it the short
sleeve r, and as this short sleeve r is compelled to travel in a straight line
will cause the sleeve s to revolve, carrying with it the excentric and steering
wheel m, thus reversing the valves. The other end of the cord n passes
over pulleys t, t, t, and is secured to the side of the rocking lever i. A cord u
and weight v give the lever pa. tendency to move from the position shewn
Near the middle
sleeve s, which is
pins, which pass

page_text: in the Drawing towards the hand-steering wheel m. It will now be seen
that on the steersman slacking the cord the weight will descend and draw
the lever p in the direction of the arrow, this, will have the effect of
turning the steering wheel and excentrics over to port; this movement the
engine immediately follows, and moves the lever i towards 2, thus tightening n,
and bringing the lever p back into the position shewn in dots, which will
have the effect of stopping the engines unless the steersman continues to pay
out the cord n, which he can do until the rudder is nearly hard over, when
a knot or other suitable stop arrests the cord, and the slotted lever i continuing
its traverse movement a little further will tighten the cord n, and thus pull
the lever p into the central position shewn in dots, which will have the effect
of stopping the engines as before described. In order to move the rudder in
the opposite direction the steersman tightens the cord n, pulling the lever p
over into the position shewn in the Drawing. This has the effect of turning
the sleeve s and excentric over to starboard, which motion will, as before, be
instantly followed by the steering engines, which will carry the slotted lever i
over from 1 in the direction of 3; this will slack out the cord n, which will
allow the lever p to return to the dotted position, thus stopping the engine
unless the steersman continues to pull on the cord n, in which case the engines
would continue to revolve until the rudder is nearly hard over to starboard;
when the cord would be stopped by a knot or other suitable stop, and the
lever i continuing to pay out the slack, the weight v would draw the lever p to
the dotted central position, and the engines would stop as before. In order to
give the rudder the fast-and-slow alternating motion previously described
it will be desirable to cause the engine B to revolve continuously in one
or the other direction. This may be done by slipping the cord off one of
the pulleys t, and allowing the cord n to remain slack, the weight v will then
descend and pull the lever p over in the direction of the arrow, thus causing
the engine to revolve continuously to port. By drawing up the cord n the
lever will be pulled over in the position shewn in the Drawing, thus causing
the engines to revolve continuously over to starboard, as will be readily under-
stood, and the rate of the fast-and-slow alternating motion can be regulated
by the cord n*. If thought desirable to dispense with the cord n, n*, lever p,
and spiral sleeve s, the rudder can be operated by the steering wheel m alone,
in which case it is desirable to provide means for bringing the rudder back to
a central position, and then stopping the engines. An arrangement for this
purpose is shewn in Fig. 3, Sheet IV., which shews so much of the steering
engine as is necessary to explain this part of the Invention. A cord w is
secured to the shaft s,, having a weight a working in a tube y. When the

page_text: steering wheel is turned in either direction the cord w will be wound round
the 'sleeves until it arrives at the top of the tube y, and stops the further
movement of the steering wheel m, the rudder being "hard over," the steers-
man releasing the wheel in the usual manner the weight will descend on the
tube, unwinding the cord w off of the sleeve s until the cord is unwound off
the sleeves, when the engine will stop, the rudder having arrived at a central
position. If desirable the steering engines can be placed below the water line,
as shewn in Sheet III., Figs. 1 and 2; the slotted arm i is here bent down-
wards, and the bevil wheel e placed obliquely in the same line. The pin
in this case must be replaced by a ball-and-socket joint; this ball-and-socket
joint is shewn on enlarged scale at Fig. 4. In this arrangement the gearing a
and counter shaft shewn in Sheet IV. are dispensed with, the bevil pinion d
being keyed on to a shaft b, which runs obliquely downwards until it reaches the
main shaft f of the steering engines to which it is coupled by a universal joint
coupling 9.
Sheet I. shews a similar arrangement to the one last described, but in this
case the steering engines D are still lower in the vessel and on one side to
avoid the propeller shaft.
Sheets VII. and VIII. shew various views of the steering engines
drawn to an enlarged scale; Fig, 1, Sheet VII., being a side elevation;
Fig. 2, a plan; Fig. 3, Sheet VIII., an end view; Fig. 4, Sheet VIII., a
transverse vertical section through the cylinders and valve box; Fig. 5 is a
partial longitudinal section through one of the cylinders and valve chest.
Fig. 6 is a side view of the vibrating wheel L, to which the tiller ropes are
attached. A, A, are the cylinders; B, B, are the valve chests; C, the main
crank shaft; coupled to this shaft is the pinion D mounted on suitable bearings
in the standards E; this pinion D gears into a spur wheel F, turning loosely
on one end of the shaft G carried by the standard E; keyed to the same shaft G
are two wheels H, H, having friction contact against the periphery of the
wheel F, as shewn in dotted lines. The other end of the shaft G is formed
into a crank I, which crank I is coupled by the connecting rod J to the
arm K, which together with the wheel L is keyed on to a sleeve shaft M.;
this sleeve shaft M is mounted in suitable bearings in the standards E.
It will now be seen that by starting the engines in either direction rotary
motion will be imparted to the pinion D, and through the spur wheel F and s
shaft G to the crank I, which through the connecting rod J imparts a recipro-
cating motion to the wheel L; this motion will be transmitted by the tiller
ropes N to the rudder. In order to convert this uniform motion into the fast-
and-slow alternating motion already described, it is only necessary to vary the

page_text: supply of steam to the cylinders A of the engine, which variation can be made by
hand, or, if thought desirable, by a cam on the counter shaft G. The engines
may also be used as ordinary steering engines, the valves being shifted by the
excentrics O, O, hand wheel P; or the engines may be altogether disconnected
from the pinion D, and the hand wheels Q, Q, Q, connected with it so as to
operate the vibrating wheel L by hand, the shaft of the pinion D extending
through the sleeve shaft G, and couplings R, R, being provided for this purpose.
The vibrating, wheel L may be disconnected from the hand wheel Q and the
steering engines by taking off the connecting rod J, and may, then receive its
motion from an excentric rod hooked on to the pin S (Fig. 2, Sheet VII.),
this rod being worked by an excentric on the main shaft of the propelling
engines. If the excentric on the main shaft is driven through a friction
clutch that is similar to that shewn between the steering engines and the
wheel L, Sheet VII. and VIII., it may be set to transmit only so much
force as can be safely employed on the steering gear, and if the excentric rod
is made in two pieces, and connected with an elastic, connection like a large
rubber connection, this rubber connection expanding and contracting would
make an elastic yielding connection between the propelling engines and the
rudder. A belt may take the power from the propellor shaft on to a counter
shaft like that on which the large,spur wheel F is placed, and then this belt
being set to any desired degree of tension would slip if an undue strain was
brought upon it, and thus limit the strain upon the steering gear.
Another mode of operating the rudder is shewn in Sheet IX. Fig. 1 being
a plan, Fig. 2 a front view, and Fig. 3 an end view of an apparatus for this
purpose.
a is a steam cylinder fitted with a piston steam chest and slide valve of the
ordinary construction. The piston rod b is made with a slotted cross head c,
in which traverses a block d; this block carries a pin e attached to the outer
end of the tiller f; g is a cylinder filled with water, shewn in section at Fig. 4,
fitted with a piston and rod, which is attached to the opposite side of the
cross head c. This cylinder is fitted with a valve chest and sliding valve h, for
the purpose of opening and closing the port i, the other port j remaining open
into the chest; it will be seen that when the port i is closed the piston will be
held stationary by the water, but when the valve h is moved so as to open the
port, the water can pass from one side of the piston through the valve chest
to the other side of the piston, thus allowing the piston to travel steadily in
either direction. k is the valve rod common to both valves; from about the
centre of this valve rod rises a pin e, which serves as a fulcrum for the lever m;
the other extremity of this lever is pivotted to the tiller at n. A pin o
.

page_text: attached to the upper side of the lever m works in a slot in the hand lever p,
which has its fulcrum at q over the centre of the rudder post.
The operation of this apparatus is as follows:-Steam having been admitted
to the cylinder a by the piper the attendant shifts the hand lever p, say, in
the direction of the arrow; this will have the effect of rocking the lever m on
its fulcrum n, and shifting the steam valve and admitting steam on the side 1
of the piston at the same time opening the port i of the water cylinder g.
The steam piston moves in the direction of the arrow towards 2, carrying with
it the tiller f, and will continue its motion until the hand lever p comes
against the adjustable block s, which is secured to a rod t placed above the
levers; the further motion of the piston b will have the effect of forcing the
forward end of the lever m in an opposite direction until it assumes a central
position. The steam and water valves being then closed the engine will stop,
but as the blocks is formed of vulcanized caoutchouc its elasticity will cause
the hand lever p to continue its motion in the opposite direction until it has
opened the steam port on the side 2 of the piston, and has also again opened
the port of the water cylinder 9; the steam piston will now commence
travelling in an opposite direction to the arrow, from 2 to 1, carrying with it
the tiller f, until the hand lever p strikes against the adjustable block s¹, when
it will again close the ports, which will be opened by the elasticity of the
rubber blocks through the operation of the levers p and m before described;
this, as will be readily understood by reference to the Drawings, will give a
uniform alternating motion each way to the tiller f. If it is desired to give the
rudder the fast-and-slow alternating motion previously described to turn the
vessel, it can be done by adjusting the nuts u, v, on the outer end of the valve
rod k, so as to permit the valve to open wider on one side than on the other,
thus admitting more steam on one side or other of the piston as may be
desired. The valve can be shifted by the hand lever p, and the apparatus used
as an ordinary steering engine if thought desirable, in which case the
caoutchouc stop s and s¹ will keep the steersman from moving the rudder too
far either way.
I have described this apparatus as being worked by steam in the cylinder a,
but if a pressure of water is used in this cylinder, the other cylinder g and its
valves can be dispensed with, and a guide substituted for the end of the rod
of the water cylinder, the object of the water cylinder g being to steady the
stroke when steam or a highly elastic fluid is used in the cylinder a. In order
to readily ship and unship the rudder, and make a tight joint to exclude the
water, I fit a loose collar on the rudder post, which collar also fits the opening
in the stern; this arrangement is shewn in Fig. 12, Sheet V., q being the

page_text: udder, p the stern post of the vessel, and r the moveable collar, which, as
nay be seen, is slipped over the rudder post into a recess prepared to receive
t, and secured in its place by the collar of the tillers. Upon this moveable
collar r may, be fitted a rubber tube so that it fits around the rudder post, and
thus assists to exclude the water, see Sheet I., III., IV.
At Fig. 13, Sheet V., is shewn the mode of attaching the vulcanite blades to
propellers. is the hub of the propellor having a short metal extension u, to
which is rivetted the vulcanite blade v. Fig. 14, Sheet V., is a side view of a
rudder partially composed of vulcanite, Fig. 15, Sheet V., being a section of
the same. wis the rudder post having a short metal extension x, on both
sides of which is placed the vulcanite y, the whole being secured by bolts, or
rivets, as shewn in the Drawing. In order to take up the slack of the rudder
chain or rope, and preserve the leverage when the rudder is hard over either
way, I employ an apparatus shewn in Sheet X., Fig. 1 being a plan, Fig 2
a front view, and Fig. 3 a.transverse vertical section. a is the tiller. which has
a projection 6 on its outer end extending downwards, to which projection is
secured the rudder chain c. A series of friction rollers d are placed in a curve
struck from the rudder post e. The chain c in passing around rollers will pre-
serve the greater part of its tension and leverage on the arm a; this arm may
be bent downwards, and the whole apparatus placed in a sloping position.
This arrangement can be used with advantage in connection with the vibrating.
wheel L, Sheets VII., VIII. If desired, more than one rudder may be operated,
and in Sheet XI., Fig. 1, is shewn a mode of connecting the tillers to a central
arm to be operated by one steering engine. The rudders a, a, may be placed
in
advance of the propeller, as shewn in Fig. 2, or two propellers may be used,
when the rudders should be operated separately by the steering engines; a
when power is applied rudders can be placed with less regard to ease of motion
than if they are intended to be operated by hand. A separate telegraph
apparatus to indicate to the steersman and engineer the direction in which they
are to revolve the ship is shewn in Sheet III., Fig. 3 is an enlarged' front
view of one of these indicators; it consists of a dial plate a, having an index
hand 6 and arm c, to which is attached a cord d; this serves to set the pointer b
to the word port; the weight of the lever upon the cord being released will
bring the point of the index to the word starboard. One of these is placed close
to the engineer and another near the steersman (Fig. 1), and connected so
as to act together; the operator by working the cord d can transmit his
orders to the steersman and engineer simultaneously, and thus avoid danger
of confusion.
1
In Sheet V. are shewn several forms of rudders, Fig. 1 being a side view,

page_text: Fig. 2 a section of a rudder with a supplementary piece fitted thereto. a i
the rudder; 6 is the supplementary piece, which is here represented as formed
of wrought iron, and made to embrace both sides of the rudder a, notches
being formed to hook on to the pins d as it is lowered into its place. T
prevent the piece 6 from being unshipped, a latch e pivotted on the pin d bears
against a block formed on the side of the supplementary piece b. When it is
desired to remove the piece b the latch d can be unlocked by means of the
cord 9, and the supplementary piece be hoisted on board by the chain h. At
Fig. 3, Sheet V., I have shewn in side view, and at Fig. 4 an end view, of an
adjustable extension rudder. In this case the extension piece b, which embraces
both sides of the rudder. a, is pivotted at the bottom by means of the bolt i, and
it is further secured by bolts j, j, that pass through slots in the rudder a, and
allow it when fully extended to assume the position shewn in dotted lines in
the Drawing. A trigger k operated by a cord l-takes into notches cut into the
top of the rudder, and allows the extension. piece b to be adjusted and secured
according to the power used to operate the rudder, the pawl being weighted to
catch into the notches when suddenly liberated from the pull of the cord.
Fig. 5, Sheet V., is a side view of a rudder constructed with swinging
swinging leaves; Fig. 6 is an end view of the same; Fig. 7 is a section,
at a, b, of Fig. 5; Fig. 8 being a section at c, d ; Fig. 9, a section at e, f; and
Fig. 10, a section at g, h, of the same Figure. i is the rudder post; j,j, are
swinging leaves turning freely on tapering pins secured to the rudder post i;
k, k, are sliding pieces carrying arms l, l, which form stops to secure the leaves,
from turning on the pins when they are down in the lowest position, as shewn
at Fig. 5, thus making the rudder in effect the same as an ordinary ruder.
When one of the sliding pieces k is raised, as shewn on the left-hand side of
Fig. 6, the swinging leaves j will be free to move to the position shewn in
dotted lines, and thus it will be seen that by raising and lowering the sliding
pieces the swing leaves can be kept from turning on their pins, or they may
be permitted to swing in either direction while they are prevented from
swinging in the other, or they may be permitted to move freely in both
directions. Rods k*, k*, are connected to the sliding piece k, k, and extend
through the rudder post to the inside of the vessel, where they are operated
by the grooved segments m and levers n, n, keyed on a shaft o, o, which can
be led to any convenient part of the vessel. A modification of this rudder
may be used as a supplementary rudder; it may be attached in the same way
as shewn at Fig. 1, Sheet V. Fig. 11, Sheet V., shews this modification; the
sliding pieces k, k, are in this case operated by chains p, p.
Another form of swinging rudder is shewn in side view, Fig. 1, Sheet VI.,

page_text: and in plan, Fig. 2. a is the rudder of the ordinary construction; a loose flap
bis hinged to the outer edge of this rudder. Latch pieces c, pivotted to the
rudder a at d, can be raised or lowered from the interior of the vessel by the
cords e, and, as will be seen on reference to the Drawing, may be either both
raised, thus allowing the swinging piece 6 to vibrate freely in either direction,
or one or both of them may be lowered, thus allowing the piece b a movement
in one direction only, or securing it altogether to the rudder a. More than
one swinging piece may be secured to the outer edge of the rudder if desired;
a second piece is shewn in dotted lines, and the upper end being made shorter
than the one next to the rudder, it may be released by raising the latch
piece c while the adjoining one is held firm to the rudder.
Fig. 3, Sheet VI., is another form of swing rudder; in this case the rudder a
is formed with a swinging piece a* which is jointed to the rudder post, straps
ff, passing around the rudder post; the latch chas a bolt g pivotted to it
at g*; this bolt slides up and down with it, and serves to lock the swinging
piece a*.
Fig. 4 shews a similar form of rudder adapted to river steamers, similar
letters referring to similar parts; rubber may be put under the stop to take
the blow of arresting the swing shutters.
It will be evident that by vibrating by power any of the forms of rudders
with swinging leaves here shewn they will act as propellers, provided the
stops or latches are set to allow the swinging leaves to feather while turning
in one direction only. Any of these swinging rudders may be used in com-
bination with any methods of vibrating the rudder.
In order to take in the ropes e at any desired part of the vessel, and at the
same time to exclude the water, the form of packing shewn in Fig. 5, may
used; e, e, is the rope to which is secured by a suitable clip a vulcanized
caoutchouc tube h, the other end is secured to a metal socket i that forms a
communication with the outside of the vessel. It will be obvious that the
caoutchouc will extend and allow the rope to be drawn on board without
admitting the water. Fig. 6 is a modification of the above; caoutchouc is
formed in this case with annular grooves or corrugations, in which are placed
metal rings j, j, in order to provide against internal pressure; any of these
swinging rudders may be used in combination with any methods of vibrating
the rudder.
In Sheet III. a small weight h attached to a cord which passes over a
pulley i, and is connected with the link of the main engine, serves to indicate
to the steersman when the engines are about to be reversed; and an index j
placed in the engine room, and connected by a cord k passing over pullies to

page_text: the indicator D, serves to shew the position and motion of the rudder to the
engineer.
'
A friction break at Sheets I. and III. is interposed between the rudder and
the steering apparatus, so that in operating by hand a large rudder calculated
for power steering the steersman may be safe from the effects of the blows of
the sea. The friction break between the hand-steering wheels and rudder in
Sheet IV., Sheet I., and Sheet III., may consist of a friction strap t¹ (see
Sheet IV.) driving an arm u¹ connected to the shaft v¹; this strap is clamped
on to a drum fastened to another shaft w; the end of the shaft v¹ is supported
in the drum ; the friction strap is clamped on the drum to convey the
required force before slipping. When using the steering engines with the
vibrating wheel shewn in Sheets VII. and VIII., the friction contact between
the cog wheel F and the friction wheels H is interposed between the hand-
steering wheels and the rudder. The slotted arm i may be connected by
chains j,j, to the links c, c, see Sheet III., Fig. 1 and Fig. 2, so that as
the rudder is moved by the steering engines from one side to the other and
back, the links will be raised and lowered, thus causing the engines to back
with the rudder on one side and to go ahead when the rudder is shifted to the
other side. By frequently shifting the rudder the ship will revolve, and with
the chain connected on the port side, as shewn in Sheet III., the ship will
revolve in one direction, and with the chain connected on the starboard side
with the other disconnected the ship will revolve in the other direction.
I claim the combination of a supplementary engine to work the reversing
gear of the propelling engines, with a steering engine to move the rudder to
urn or revolve the ship or vessel, substantially as described.
I claim an indicator to indicate to the steersman the motion of the pro-
pelling engines, and the position and motion of the rudder to guide bim in
moving the rudder to turn or revolve the ship or vessel, substantially as
described.
I claim the combination of an extension rudder with a steering engine so
as to adjust the size of the rudder to the power applied to it, substantially as
described.
:
I claim the rudder constructed with swinging leaves so that they may be set
to act as a propeller to revolve or turn the vessel in either direction, or locked
to act as an ordinary rudder, or liberated to swing freely in either direction,
substantially as described.
I claim turning or revolving the ship or vessel by converting a rudder into
a propeller by working it fast in one direction and slow in the other with an
engine, substantially as described.

page_text: I claim connecting the steering engine to the rudder so that it will
reciprocate the rudder by reversing its valves, substantially as described.
I claim connecting the steering engine to the rudder so that it may: revolve
continuously in one direction to reciprocate the rudder, substantially as
described.
I claim connecting the rudder to the propelling engines to turn or revolve
the ship or vessel, substantially as described.
I claim fitting the rudder post with a loose collar to exclude the water,
which collar can be easily removed to unship the rudder, substantially as
described.
.
I claim guiding the rudder chain or rope in a curve struck from the rudder
post so as to take up the slack and preserve the leverage when. the rudder is
hard over either way, substantially as described...
I claim placing a stop upon the valve motion of the steering engines to keep
the steersman from moving the rudder too far either way when working the
valve motion by hand to steer the ship or vessel, substantially as described.
I claim the combination of an indicator connected to and leading from the
rudder, and placed convenient for the engineer, with an indicator connected
to and leading from the reversing gear of the propelling engines, and placed
convenient for the steersman, to guide the engineer and steersman in working
the propelling engines and rudder to revolve or turn the ship or vessel,
substantially as described.
I claim an extension rudder formed of an extension piece that is shifted by
a cord from the vessel, and held in any required position, by suddenly releasing
the cord to permit a catch attached to this cord to lock the piece to the rudder,
substantially as described.
I claim the application of a weight or spring on the valve motion of the
steering engines to cause them to move the rudder amidships when the
valve motion is liberated from the control of the steersman, substantially as
described.
I claim a hand-power steering arrangement in combination with a friction
clutch through which the steering force is transmitted, so that in operating by
hand a large rudder that is calculated for power steering, the wheelman may
be safe from the effects of the blows of the sea, substantially as described.
I claim operating the reversing gear of the propelling engines by the
steering engine for the purpose of revolving the ship, substantially as described.
I claim constructing screw propellers partially of vulcanite by securing
this vulcanite to a metal back connected to the hub of the propeller so as to

page_text: make a light elastic propeller that can be readily reversed, substantially as
described.
I claim constructing rudders partially of vulcanite, with a metal fin
.extending from the rudder post, the vulcanite being secured to the metal part
of the rudder, whereby the rudder is free to bend to the pressure of the water,.
substantially as described.
In witness whereof, I, the said Frederick Elsworth Sickels, have here-
unto set my hand and seal, the Fifth day of May, in the year of our
Lord One thousand eight hundred and sixty-four.
ני
In witness whereof, I, the said Frederick Elsworth Sickels, have here-
unto set my hand and seal, the Fifth day of May, in the year of our
Lord One thousand eight hundred and sixty-four.
Witness,
FRED. WALKDEN,
FREDERICK ELSWORTH SICKELS. (L.S.)
66, Chancery Lane.