CERTAIN IMPROVE- MENTS IN PROPELLING VESSELS
Year: 1842

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, GABRIEL
HIPPOLYTE MOREAU, of Leicester Square, in the county of Middlesex, Gentle-
man, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Letters Patent under the Great Seal of Great Britain, bearing date at West-
minster, the Twenty-first day of December, in the sixth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the said
Gabriel Hippolyte Moreau, Her especial licence, full power, sole privilege and
authority, that I, the said Gabriel Hippolyte Moreau, my exors, adñiors, and
assigns, or such others as I, the said Gabriel Hippolyte Moreau, my exors,
admors, or assigns, should at any time agree with, and no others, from time
to time and at all times during the term of years therein expressed, should
and lawfully might make, use, exercise, and vend, within England, Wales,
and the Town of Berwick-upon-Tweed, my Invention of "CERTAIN IMPROVE-
MENTS IN PROPELLING VESSELS;" in which said Letters Patent is contained a
proviso that I, the said Gabriel Hippolyte Moreau, shall cause a particular
description of the nature of my said Invention, and in what manner the same
is to be performed, to be inrolled in Her said Majesty's High Court of
Chancery within six calendar months next and immediately after the date of
the said in part recited Letters Patent, as in and by the same, reference being
thereunto had, will more fully and at large appear.

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
Gabriel Hippolyte Moreau, do hereby declare that the nature of my said
Invention, and the manner in which the same is to be performed, are fully
described and ascertained in and by the following statement thereof, reference
being had to the Drawings hereunto annexed, and to the figures and letters
marked thereon (that is to say):-
=
N.B. In the Drawings and in the explanations I will attach myself more
to give a clear and complete knowledge of the apparatus than to prodigate
useless draughts, so, when it is question of an accessory or of a piece, which
it shall be sufficient to indicate in the description to have it understood by
every one, I will neglect it in the figure, if it can but complicate it without
advantage, and bring into it more confusion than light. After the description
I will return to the various parts which may give occasion to observations
on the means and precautions to take to mitigate or prevent the shocks, the
rubbings, the tear and wear, and for modifications.
The Fig. 1, Plate 1, presents the plane of the apparatus. This apparatus
is placed in the hold of the vessel, except the pallet or propeller destined to
act on the water, with its accessories. It is outside in the hind part, as to the
ship being not the object of the description one sees, but the outlines
U, U, U, U, U¹, U", being the keel, figurated here from the main-mast
to the. forepart of the rudder. It is agreed I have nothing to prescribe
relating to its form; the apparatus will indicate well enough the dispositions
that the hold must present to receive it.
C is the horizontal cylinder of the steam engine; its axis must be a little
above and more often below the plane of the floating, according to the various
cases I will further indicate. Parallel to the keel, and exactly above B, B¹, B, B",
are two connecting rods attached to the piece which is seen in B, up the
head of the piston rod, and moveable on the iron pins B, B. The extremities
B', B", of the connecting rods are attached in the same way to the two ends,
the nearest of the system of levers B¹, B", D, D, resembling what is called
a zig-zag, and which is seen in certain playthings to set in motion sol-
diers, &c., by unfolding and folding again the system. For the future I will
call bar each of the, levers B", I, B', I', &c., which compose the system in
question.
C is the chief bolt fixed upon one of the kelsons or railway, and other
pieces which will be used to support the apparatus and give solidity to the
bottom of the ship.
That strong bolt serves as an axle or leaning point, on
which move the bars B¹, I, B", I, which cross in C¹.
Q is a frame attached by the same pin which unites the extremities of the

page_text: bars D, Q, D, Q. At this same frame, crossing Q, are fixed the ends e, e³,
of the rods e, f, e, f, which are prolonged without at the hind part, crossing
the scutcheon by tow boxes which prevent the introduction of the water
This frame is carried, and rolls on rollers to soften the
into the ship.
frictions on the railways.
.
G, G, Fig. 1, Plate 2, is a traverse or shaft to which are bolted the two
other ends f, f, of the rods e, f, o, f¹.
The shaft G, G', is terminated in T at each of its ends, which engage them-
that, to let them be seen, the upper
Every extremity of these ends in the
a dove-tailed bracket rolling between
selves under the sleepers h, h¹, l, l, so
sleepers are supposed to be taken off.
form of T, is furnished as we see with
flat iron bans, fixed to the internal borders of the sleepers we have just spoken
of, and maintaining the position of the shaft. t, t, is a piece of timber
crossing the hold, and which can be accompanied of many others according
to the wants to maintain and consolidate the sleepers h, h¹, and 1, l. It is
useless to say these sleepers can be more or less near, and consequently enter
into the ship, or find themselves externally on the sides. It it needless, too,
to indicate they must be perfectly consolidated, and fix invariably their
distance, &c. &c.
.
The Plate 8 presents the whole of the sleepers, with the cross pieces or
traverses which make it tight, and the bar A, B, which at the outside extremity
of the sleepers assure the perfect parallelism.
I will show just now, Plate 2, Fig. 1 and 2, how the pallet, having its plane
vertical, is attached to the shaft G, G, and which are its conditions and play,
till then let us consider but the shaft G, G, without the accessories. I have
figured in the steam engine but the cylinder C, without the accessories and
other parts of those sorts of engines, since they are perfectly known. I will
further indicate some new conditions favourable to the employment in ques-
tion. For greater easiness, and before any complication of ideas, let us now
consider the mode of action of that apparatus.
Plate 1, Fig. 1, the steam arriving under the piston, the end of the rod
makes work the piece B towards V. By this movement the connecting rods
B, B, B, Bu, push the ends B', B", of the bars C, B, C, B, and the main
bolt C being fixed, the system B¹, B, D, D¹, is unfolded, as is indicated by
the dotted lines, so that when B is in V, the points B, B", D, D', of the
system have followed the movement, and are in 6¹, b¹¹, d, d¹.
It is obvious besides that by this unfolding the piece Q working as we see
it now in Q, the rods which are fixed to it, and which bear at their exterior

page_text: extremities the transversal shaft G, G, cause that shaft to work parallel with
itself, and also the pallet itself which is attached to it, as we shall see, and
which, being in a vertical position, strikes the water in the hind part. Thus
the ship is sollicited to work forward.
Let us pass to the pallet, Plate 2, Fig. 1 and 2. As I have said it is attached
to the shaft G, G'. Its surface on the side M, that is to say, the surface which is
to strike the water, is seen in the Fig. 2, which shows the pallet in elevation;
h', h", ",", are the ends of the sleepers, between which on each side are seen the
dove-tailed brackets, of which it has just been spoken. G, G, is the shaft; it
forms the upper side of a frame k, k, k', k; this frame is filled with a certain
number of doors or shutters P, P, P, turning on the hinges or pivots u, u, u; it
can be consolidated by some buttress going to the rods or to the branches which
bear the dove tails. In f, f', are square ends or other form rod e, f, e, f, of
the Fig. 1, fixed on the shaft by means of plates and bolts, or strong screws.
or otherwise..
Let us understand these doors without stopping, that is to say, being able
to open indistinctly within or without. If they are barred on the side of the
boat so as not being permitted to open on that side, the apparatus unfolding
they will strike the water and will remain closed by its resistance; it must be
so indeed to have the boat going forward. On the contrary, the apparatus
folding again by the opposite course of the piston, and bringing back the
frame of the shutters, these last will be immediately opened by the resistance
of the water in a contrary sense, and the surface of resistance is then limited
to the thickness of the shutters and of the frame; this surface is insignificant,
the frame being edgeways iron and the shutters in brass of 2 or 3 millimeters
thick, or about the sixth part of an inch. Each shutter should be allowed
only 20 or 25 centimeters width (8 or 9 inches), the larger they should be the
greater space they should have to run to shut, and that should be as much
loss for the course. It is convenient to take the precaution to have them shut
more or less before the end of their returning course near the ship, for that
purpose the shutters stretch backwards beyond their pivots, as is seen.
in 9, 9, 9, when they arrive near the end of the course near the ship. These
prolongings of the shutters meet in the convenient sense the obstacles.
P', P', P', which present them an inclined surface, so that the shutters are
forced to turn on their pivots and to shut to a certain point. The apparatus
unfolding anew, the resistance of the water terminates immediately their
shutting.
The obstacles. P₁, P, P', can be placed on a cross. piece q¹, 91, the two ends

page_text: of which will be fixed on the sleepers. To work backwards this par should
embarras, because the shutters should meet it too soon; being open on that
side it must then be moveable.
Two or three transversal bars will prevent the shutters, as I have said, to
open on the side of the ship; the necessary cuts will be made on the projecting
parts 9, 9, 9, of the shutters for the placing of these bars. One has very
seldom to work backwards, however one conceives that it should be sufficient
to bar the shutters on the opposite side, for then they would strike the water
There will be
in contrary sense during the refolding of the apparatus.
intermitting, as is understood, in the action of the pallet, for the piston course
in one sense makes it act in unfolding the apparatus, in the other sense the
course will only bring it back by refolding the same apparatus. Then to
bring it back when empty it is evident a smaller part of the force is sufficient,
the engine might then be to simple effect and high pressure.
By means of the condenser the single atmospheric pressure should refold the
apparatus, and thus procure an economy of about a half. One could also
dispense even condenser and working to simple effect trust to a flier the empty
course. At length one may use the detent of the steam, introducing only the
necessary quantity for so weak an effect.
I have just spoken of the empty course, and I will stop on a very important
observation on this account: It is, that at the end of this empty course or return
there should be an enormous shock should nothing be disposed to prevent it.
In fact a considerable mass animated with a great velocity could not be
stopped instantly without a very violent shock. Such an inconvenience must
then be avoided; the surest means is to have the returning course operated
slowly; but it is not only sufficient for that to open very little the cock of
introduction of the steam into the cylinder, for the active course should ressent
it, and in that course the velocity is to be limited only by the resistance of the
water to the pallet. I then open pretty much the ordinary introducting cock,
but I put a second cock between the regulating drawers and the end of the
cylinder where steam must come in to operate the returning course, so that to
open it
come to it the steam is forced to pass through this second cock. I
very little and diminish it at will, the returning course by this means without
influence on the active course.
The relenting which is mentioned by means of the cock I have added is
necessary, not only to prevent the shock, but still to diminish the resistance of
the water; in fact though the striking surface in the return be very little, the
pieces presenting their edge side, the resistance should still be considerable
enough if the quickness was not insignificant.

page_text: It is easy to conceive that to be able to work backwards with the same
advantages, it should be necessary to establish two cocks, one between each
end of the cylinder and its drawers. One should open the one entirely and the
other as little as should be necessary, according to the want of working
either forward or backwards.
To prevent the effect of what the system could have still of acquired volocity
at the end of the returning course, one may place flat springs that the ends
I, I, come to strike. These flat springs have, by trying, a greater course than
that which the shock can furnish them, and cannot then be broken by it.
Learned mechanicians think that intermitting in the action of the force for
the shock is advantageous, and they found themselves upon its being admitted
by nature for all the swiming animals. However we shall observe that inter-
mitting can be avoided if one prefers it. It is sufficient to cast one's eyes on
the Fig. 1, Plate 4, to get convicted that there is but to double the system.
By means of a common beam B, two cylinders C, C', will alternately put
two or more pallets in motion. The steam will never go but on one side of
the piston in each cylinder, for the contrary course a piston will bring back the
other, that is to say, that which unfolds an apparatus, refolds the other in the
meantime. One will easily understand that a single cylinder, working in
double effect, can also make alternately act the two systems by easy modifica-
tions in the accessories.
The shaft G, G, Plate 1, 2, 3, Fig. 1, can be prolonged to the two ends
without the sleepers; other pallets can be adapted to it on the prolonging of
the plane of that which is between the sleepers.
Much more it is evident that one can also establish one or several pallets
lateral to the ship, connected with the system of the others by rods which will
tie them to the prolonging of the shaft G, G'.
Sleepers or kelsons will also guide these lateral and posterior pallets. In
short the shaft G, G, prolonged, cranked, modified according to the want,
furnishes the means to work pallets, striking the water by a surface as it were
as extended as can be wished.
The crank, in dividing the pallet, presents the advantage of dividing the
surge without losing anything of the pushed surface.
Relating to the pallet, I must still observe they can be of many kinds, for
instance, the number of the small shutters can be diminished; it is sufficient
for that to give them more extent in length, and to articulate them to their
upper edge, or to the two ends, or at length to their lower edge.
During the useful course, the shutter remains close, and in the returning
course it opens and takes an horizontal position by the resistance of the water.

page_text: It is good however that a light spring or a weight brings it back, and main-
ains it in this position till about the end of the course of return; an obstacle
analogous to P, P', P', of the Fig. 1, Plate 2, obliges it to lower and close in
great part.
The resistance of the water ending quickly to shut it as soon as the useful
course begins again, one can put a shutter above and one under the shaft,
and even multiply them enough that they have each a small width, as is seen
in the Fig. 3, Plate 2, and Fig. 2, Plate 5.
When it is only question of some centimeters of draught, the cylinder, the
system of levers, and the rods shall be disposed in such a way that the
shaft G, G, Plate 2, Fig. 1 and 2, finds itself in the height of the floating
line, and then the pallet is entirely below the shaft.
In the different case it is convenient to make so that the shaft G, G, is
immersed at a depth of half the height which will be given to the pallet, so as
to have a same number of shutters above and below this shaft, Plate 2, Fig. 3,
Plate 5, Fig. 2. It is in order that the resulting of the resistance of the water
be in the same plane of the shaft and of the rods which tie it to the
system of levers; without this precaution, the friction would be enormous to
the dovetailed brackets which roll on the sleepers, the resistance aiming to
make them basculate if it took place, but under or above the shaft G, G. At
length to work at wish, either backwards or forward, without loosing time in
taking away the bars from one side to put them to the other, there is but to
put two swing shutters instead of one at each port of the pallet, by this means
the one will be allowed to open but on one side and the other on the other,
according to the way on which one would work. There should always be one
shutter opened and striking not at all the water, the other should work as we
have said; a chain or cord attached to the shutter would be sufficient to open
it. In drawing, one should let it open and the other should remain free when
one would change direction.
One has seen above the description and the use of the wood sleepers.
The Plate 1, Fig. 1, represents iron sleepers, which can be substituted to
wood sleepers if one likes better; they are consolidated and made solidary
among each other by the iron bar R, S, which maintains the invariable
distance. The upper sleeper is supposed to be taken off, to let see the under
one, both with the brackets.
The Fig. 3 of the Plate 2 shows them in profile. The brackets run on
these sleepers; joints may also be disposed in X, X,-to raise up the whole system
backwards against the hind plate.
The pallet Plate 2, Fig. 3, is composed of a quantity of shutters, which

page_text: can be increased or diminished both for the number and dimensions. These
shutters, articulated on a joint at their upper end in the vertical bars of the
pallet, move freely on each side of the frame which contains them; this condi
tion is essential for the working forward and backwards.
The Fig. 1, Plate 1, presents the system ready to set the ship into motion
for the working forward; to that purpose one shall dispose a double frame
bearing in each of its faces vertical rods, which must be an obstacle to the
shutter of the pallet which is between the two frames, connected and main-
tained in their vertical position, and parallel to the said pallet, by horizontal
cross pieces; these cross pieces preserve always the distance of the frame of a
little more than the height of one of the shutters of the pallet. In this moment
the face G, G, of the double frame leans against the pallet parallel to the
rods e', f; e, f, are two other rods connected solidary at their end g, g,
by a piece of iron P, placed on the frame Q, and attached to the double frame
by their other end h, h¹. One sees immediately that by maintaining the
position of the pieces, as the Fig. 1 presents them, the pallet meeting
the obstacles on the side of the ship will strike the water from T in V, and
will push the ship forward. For the contrary effect, it shall be sufficient to
make slide the piece P more backwards on that Q of the whole width which is
between the pins i, ', answering to that which exists between the two frames,
by changing the said pins from i in 2, the frame G", G, will bring itself in
G, G', the obstacles will then be on the other side of the pallet; they will hold
the shutters, which will only be allowed to open on the side of the ship,
and when the steams sets the system into motion, the pallet will draw the ship
and make her work backwards. The rods g, h, g, h, will serve as guides to
that double frame, will pass through tow boxes, and will have like those which
hold the pallet joints which will permit them to lift up with the sleepers.
In the Plate 3, Fig. 1, and Plate 5, Fig. 2, one sees a pallet of another
kind. It is formed of a frame containing shutters allowed to go either forward
or backwards, as it has already been described. But for this pallet it is suffi-
cient to place the obstacles or forks (Fig. 3, 4, 5, of the Plate 5,) on the
side of the ship to work forward, and on the other side to work backwards.
These forks will easily fall into the cramp iron or staples disposed for that
purpose on the cross pieces up and below on each side of the frame.
The Fig. 1 of the Plate 5 presents the same pallet in plane with the same 3
obstacles, but divided into three parts on its width; by this means one finds
the advantages of shortening the sleepers of all the part thrown backwards,
and to bring nearer the ship the moment of departure of the pallet.
For each of the above system two kelsons having iron rails will be placed,

page_text: as much to consolidate the bottom of the ship or boat, as to lend them-
selves to let the system of levers slide there in unfolding and refolding, and also
to receive the brackets of the frame. A guide above the system will equally be
necessary, to prevent its bending in raising by the effort and resistance.
The bolts that articulate the system should be very cylindrical and polished,
in order they make the functions of brackets: The head will be above, and a
key under will maintain them. The section of the upper end will bear a little
cavity, in which there will be poured oil, which from thence will spread sliding
along the bolt, and will lubricate the articulations. 'There will be brass disks
between the bars of the system. To their articulations, the bolts passing
through these disks. These disks are easy to supply; they soften the rubbing,
and prevent the contact of the bars; their lasting is as it were endless, since
tho force acts not all in the sense of their rubbing.
The holes of the bars will be supplied with brass rings, for the same
object.
Let us say the same about the holes receiving the axis or pivots of the
shutters of the pallet. These rings are made of ends of tubes which cost
almost nothing, and can be easily supplied, since they are introduced only by
rubbing and without rivet. Besides, it is easy to understand that in that
apparatus the rubbings are reduced to very little, though one is inclined to
judge otherwise at first sight. In fact, the rubbing of the articulating bolts
with the bars does not go to two centimeters of running per second.
The passage of the rods through the tow boxes is made by soft rubbings
and tows well greased. The rubbing of the brackets on the iron bands fixed
to the sleepers, kelsons, or railways seems to present a great importance on
account of the velocity of several meters per second; but one must consider
that the rubbing of the brackets must not be assimilated to that of a piece of
inetal sliding on another with brackets. The metals can neither adher nor
tear each other. Still more, here the things happen in the water, and the
small quantity of liquid which is forced between the brackets and the band
on which it rolls prevents, to a certain point, their contact. Water would
but favor their adherence and tearing in another sort of rubbing; but here
it is a body, the various points of which are successively superposed to those
of another, and which properly speaking do not slide.
In the system of levers which presents the Fig. 1, Plate 1, there are two
crossings of bars or levers and two half crossings. One sees two bars for
each, but one must conceive three, so there is one exactly parallel to B', I'
below, and that the plane can't let see, so that the bar B', I, is between B', I',

page_text: and that marked by B', I'. If there were but two bars for each crossing, the
forces acting in contrary sense, as indicate the arrows Fig. 2, the bolt would
be forced to take the position Z, Z. On the contrary, when there are three
bars, two of which are moved in one sense and that of the middle in another,
Fig. 3, nothing like can take place. By the same motive the ends of the
connecting rods B, B¹, B, B", are articulated between the bars C, B¹, and
C, B, which are seen, and those placed parallel under them, and which
cannot be seen in plane. The ends of the bars B, I, I, D, and D', Q, are
also between the two bars superposed B¹, I, I, D, and D, Q.
It is understood that a moveable floor, by parts, will cover the whole system
till the tow boxes fixed to the scutcheon, and which give way to the rods.
The thickness of that system being very small, it takes but very little place in
the ship. It passes under the mizen-mast in the ships with sails, and does
not go so far as the main-mast. As the system has nothing frail, there shall
be rarely need to raise some parts of the flooring to reach it, and make repara-
tion. Even the boilers and their accessories may be placed above this flooring;
therefore, if one prefers it, they will be upon bearings, which do not prevent
even the opening of the flooring in need.
I do not believe necessary to enter into long details to show the superior
advantages of my system by comparing it with the paddle wheels. Plenty
books have already been written on the inconveniences of these wheels. It
is generally admitted that the transformation of the rectilinear into rotative
costs the half of the force spent without any profit. My system does not at
all give occasion to that transformation. One cannot do better than to act
immediately in the very direction of the piston.
The obliquity of the paddles is considered as another cause of considerable
loss of force. My pallet is vertical, and strikes the water in working horizontal
and always parallel to itself. It is impossible to avoid more completely any
obliquity.
Everybody agrees that the extend of the paddles is naturally too small;
that the greater should be the surface which is to strike the water the greater
advantage there should be. In my system nothing limitates that surface but
the depth of the water and the width of the river as it were. If one is on the
river it is impossible to be more at ease on that score.
The enormous bulk of the wheels, with their paddle boxes on both sides of
a ship, presents the gravest inconvenience. Here are the principal embarrass-
ments resistance offered to the wind, obstacle to the arming and stowing,
difficulty in pointing the guns according to the want, necessity of giving small

page_text: width to the ship, &c. With my system the sides of the ship are perfectly
free. She can be rigged as usual, use sails, &c.
The external part of the apparatus is at the hind part, and can rigourously
be wholly immersed.
These remarks to which I stick can also furnish points of comparison with
the other systems which have been tried to supply the paddles wheels. I have
no right here to speak about it.
One shall observe that it has not been sufficient to apply the zigzag to the
use in question; it was still necessary to improve it, and among the rest by
putting three bars to the levers for each crossing. There is by my system,
without catchings, neither rotative nor circular movement, neither in the
whole, as by the wheels and by the Archimedean screw, nor in parts, as by
the vertical or horizontal oars, by the apparatus palmipedes, by the pallets
moved by means of endless ropes or chains.
If we bear C in C, and the base
same conditions, for the triangle
=c, c; but if a, b, instead of
Being to neglect nothing of what contributes to a perfect knowledge of the
system which is the object of this memoir, I will add some theorical remarks I
have said about it. We shall call D, E, a half crossing, as E, F, F, G, H, I, I, J,
Plate 4, Fig. 1. It is sufficient to examine the system to understand that the
course of the pallet shall be equal to as many piston course as there are crossings
on one side or the other of the zigzag; there are six in the actual case, and
thus the course of the pallet is equal to six times the course of the piston. It
is never nevertheless but an approximation; in fact let it be a triangle isoscel
(Plate 4, Fig. 2,) a, b, c, whose base is a, b, and let it be a line D, E, passing
by the top and by the middle of the base.
a, b, in a', b', so that the line D, E, be in the
c', a, b, it is obvious that the distance e, e',
being rigid is broken in e, or, what comes to the same, if e, a, and e, b, arti-
culate in e on a same fixed main pin as the point e will not be able to move,
when we bring C in C₁e, a, will take the position e, a", and e, b, the position
e, bu, then the distance e, e, > e, e¹. In this case therefore if c, c, represents
the piston course, the pallet having gone from the line a, b, on the line a¹¹, bu,
shall have run the distance e, e, > e, e', or greater than the piston course
cc, the difference is e, e¹¹, or, b", m, which is the difference between the piston
course and the sine 6", g, of the augle 6", e, g. One may then say also that
the course of the pallet in this case is equal to the sine 6", G, of the angle
b", e, g. Not to lose sight of the piston course, we shall say that that course
being 1 and designing b", m, by d, we shall have here for the course C of the
vallet C1 + 1

page_text: In the continuation of the zigzag, if we add a crossing of bar to what
we have just considered, during the same piston course, these bars will
take the position du, f, and b", f, and the pallet supposed at first in a, b,
with the whole system, will find itself on the line ff, then the distance
el, o, is evidently double of e, e", the pallet will then have run a distance
equal to 3 times e, e¹¹, that is equal to three times what it had run in the
preceding case, and the formula C=1+ will become here C = 3 + 3
It is to say that the course of the pallet is equal to as many times the piston
course as there are halves of crossings of bars on the one or the other side of
the zigzag more as many ¼ In general let it be n, the number of the halves
of crossings on one side, and d expressing always b", m, when the piston course
is 1. We shall have C = n +, value of the course of the pallet in course
of the piston, or otherwise C = n, s, in e-e, indicating the angle b, e, b. If
one changed the disposition of the system so as to unfold it by drawing and not
by pushing, one should change the sign, and we should have C = n
As to the force, let it be F = force of the engine or of the piston, 1 piston
course or its velocity, C pallet course or velocity. f force to the pallet. We
shall have f, since the force is reciprocal to the velocity. I think I must
forward an observation which could be made at first sight on the momentums
of the levers; those momentums vary, but the variation takes place as well on
the side of resistance as on the side of power, and in general they are even
more favorable to this last one, as can be proved by an attentive examination
I need not demonstrate here.
To have neither to work in water nor to retire the pallet, the shaft, and the
accessories in want, one may adjust the parts of the sleepers which pass at the
hind part, joining them with the parts which are either lateral and exterior to
the ship or internal. One can even fix a strong joint to the junctions of the
upper sleepers so as to have only to rise up the ends h¹, l, of the sleepers to
have soon the palet above the water. Nothing is more easy than consolidating
the junction so as to make the upper and lower sleepers solidary.
In the present memoir I had not to busy myself about the moving force of
the system or apparatus said Direct mover. I shall only say that steam, so as
all other movers applied till this day, and those which could be discovered for
the future, can be used with success and without any inconveniency.
Having stated the nature of the Invention, and the manner of performing
the same, I would have it understood that I do not confine entirely to the
precise details here shown so long as the peculiar character of the Invention

page_text: be retained. But what I claim is the mode of constructing propellers said
Direct mover, as herein described.
GABRIEL HIPPOLYTE (L.s.) MOREAU.
Taken and acknowledged by Gabriel Hippolyte
Moreau (party hereto), at Paris, in the
Kingdom of France, this Twelfth day of
June 1843, before me,
THOMAS PICKPORD
AND BE IT REMEMBERED, that on the oath of William Henry Ritchie,
the Specification aforesaid was enrolled word for word as above written. And
also the Specification aforesaid was stamped according to the tenor of the
Statute made for that purpose.
Enrolled the Twenty-first day of June, in the year of our Lord One