CHEVALIER RIGEL'S PATENT APPARATUS FOR STEERING A STEAM BOAT WITHOUT A RUDDER.

[Communicated by the Inventor.] The public is sufficiently acquainted with all the accidents which have happened since the application of steam to navigation; therefore it will be unnecessary to enumerate them here. Nevertheless it is well to know that all these evils arise from a sort of misunderstanding between the engineers and the captains of vessels, and particularly from the faulty arrangement of the machinery and the propelling power, of which we can freely dispose, in order to put it in opposition to the elements that we have

to encounter.

The new method of applying steam force to the steering and directing of vessels invented by A. P. de Rigel, architect and engineer, and patented the 14th October, 1837, may be applied without exception to all kinds of vessels, and particularly to the great navigation of the East and West Indies; for the larger the vessel, the greater will be the advantages of the application of this invention, and the more marked the improvement on the present imperfect manner of steering and governing ships.

Before making known the advantages which will result from this invention it may not be useless to present the reader with a short description of the machine itself, and of the easy manner by which one may steer a vessel without the aid of the rudder.

The inventor proposes the construction of a table, which will be placed in a little pavilion on the deck, in the centre of the vessel, and in a vertical line between the engines and the boilers. Upon this square table, which will be about 4 feet diameter, will be placed at each superior angle a compass, and in the middle a lamp. In the centre of the table will be placed a sextant, on which will be marked the degrees of the force of the engines, and by a handle which turns this sextant, and which opens at the same time a valve, to allow the steam in the cylinders to escape, more or less force can be given to the engines, in order to make the wheels move alternately with more or less rapidity, independently of each other, which will give the ship an oblique course. In the inferior angle of

the table to the right, will be placed a chronometer, and to the left a dial, on which will likewise be marked the degrees of force of the steam, and with a handle which turns this dial, a valve placed in the generator can be opened or shut, in order to give the vessel a speed more or less accelerated, or to stop it altogether.

Thus it is clearly shown, that by this method the captain, the pilot, or the engineer, by placing himself at this table, can, without any help, direct the vessel at his pleasure, by making the paddles turn independently, one faster than the other, and it is evident that the boat must change its direction without the aid of the helm, which always produces a slacking of the ship's speed.

The advantages of this invention to steam navigation are immense, because all obstacles may be overcome, and the voyage continued under any circumstances without stoppage or delay. Thus the following advantages will be gained:

1st. A considerable saving in the consumption of fuel.

2nd. The saving of fuel presents another advantage, for the space it would occupy, can be filled by merchandize, &c.

3rd. A greater celerity without augmenting the propelling power of the engines.

4th. A vessel as large as the Great Western, with engines of the same power, but constructed after the new manner, would make the voyage from Liverpool to New York, in 10, instead of 14 days.

5th. A quicker passage would abridge the tedium and sufferings of the voyage.

6th. By a quicker passage, tempests, which often cause the loss of the vessel and crew, might be avoided.

7th. In tempests, three different forces might be put in opposition to the wind and tides-if the masts are lost, two forces that of the helm and also the paddles, and if the helm be likewise lost, the vessels may then be equally well steered by the wheels alone.

8th. The most rapid evolution can be made, since one person placed at the table can readily steer the ship in any direction, and even stop it with promptitude, and without fatigue.

The profession will know how to appreciate this advantage, particularly

In order to give a just idea of the necessity of applying this improvement to steam navigation as soon as possible, I will give the following illustration.

If the driver of a four-horse coach had

conceived the strange idea of confiding the conduct of his horses to four grooms, and in the course of his journey was obliged to cry to each of the grooms "to the right," "to the left," "quicker," or stop," instead of performing these manoeuvres with his own hands. every body would say that the coachman was mad, and certainly would not travel with him for fear of being retarded or overturned. Yet the same thing is done every day before our eyes, when we see beautiful vessels, costly merchandize,

d

It is to be hoped that the Steam Navigation Companies and engineers, engaged in the construction of steam vessels, will avail themselves of this invention, and will not delay acquiring the information requisite for rectifying an evil too dangerous and glaring to be much longer endured.

Description of the Engravings.

A is a table, proposed to be constructed nearly in the centre of the vessel, under shelter; B place for the captain; C C two mariner's compasses; D lamp for night use; E a chronometer on the right of the captain; Fa dial on the left of the captain, put in action by the supply of steam to the cylinders; G a strong metallic sextant turning on the centre a, the cogged edge of which is proposed to be moved by the small rack wheel b, which is turned by the handle c; H machinery proposed to be placed under the table A. d is the generator, conveying the whole of the steam from the boilers. e and ƒ are lateral branches, distributing the steam between the cylinders on either side; g is the top of a cylindrical box, containing a valve, which opens or closes the generator; h is a valve, which directs the supply of steam to the cylinders on one side or the other, or allows its passage equally to both; these two valves are opened or shut at pleasure on the surface of the table A, by the two handles c and i. The valve in the interior of the cylin

drical box g, is opened or shut by the handle i, which turns the rack wheel k, (see figs. H and I,) and thus moves the sextant G, whose centre turns the valve in the cylindrical box g. I is a side view and section of the fig. H; K is a side view of the table A; L is the plan of the vessel; m m are the cylinders which work alternately; n n the axles of the paddle wheels; oo are the plummer blocks; pp are the wheels; qq the boilers; r is the funnel; s the steam pipe.

These drawings are intended to shew and explain the principle which the inventor has in view; the details of execution would admit of great modification, and the employment of pieces already in use, if it should be deemed desirable.

PER

THE PENNY POSTAGE-THE GOVERNMENT STAMPS SELLING TWENTY-FIVE CENT. UNDER PRIME COST! How that which costs at Somerset House a full penny, can be sold at the shops at three-farthings, and with a profit to the vendor too, is certes, a riddle well worth unriddling. Are the stamps stolen ? Are they forged? Or has some leviathan dealer in "stamps" and stationery made a "grand smash!" and are his assignees selling-off for the sake of ready cash and a speedy winding-up, at an "unprecedented sacrifice"? No gentle reader, nothing of the kind. Neither theft, nor forgery, nor desperate insolvency. The stamps are genuine stamps, and sold on no principle but a cool and deliberate calculation of profit, at 25 per cent. less than they cost! Your surprise at this doubtless is great; so was ours at first; but the thing as you will find admits of a very simple explanation. Instead, however, of giving that explanation in our own words, we shall leave the ingenious author of this new system of making gain out of loss, to speak for himself. On the 6th of May we received from him the follow. ing note:

"Sir,-Allow me to hand you a Specimen of the interior of a NEW POSTAGE COVER, of which I can obtain for you a supply at THREE FARTHINGS each.-No charge for Paper. Not less than a Quarter of a Ream, or, 240 Covers for FIFTEEN SHILLINGS, Money, can be supplied at this proportionate price.

"Your obedient Servant,
"J. C. BOWLES."

"80, Cannon Street,
5 May, 1840."

The specimen of the interior," inclosed in the above circular, consists merely of an advertisement of another clever contrivance of the same Mr. Bowles, the DATE BOXES, now becoming so common to all offices and places of business, and which none should be without.* For the sake of this advertisement Mr. Bowles finds it worth his while to furnish the government stamp cover at 25 per cent. less than the prime cost; he calculates that a farthing expended in advertising in this way, will be better laid out. than the same sum expended on any other known mode of advertising; and what he does for himself and his Date Boxes in this way, Mr. Bowles offers to do for other advertisers and their commodities. Has a person, for example, a new lamp or a new stove to bring under the notice of the public, he has only to supply a brief description of it to Mr. Bowles, who will print it on the inside of any number of envelopes which may be agreed upon, for such a sum as will cover the expense of paper and printing, and the 25 per cent. deduction from the cost of the stamp. The subsequent sale of such envelopes to the retail dealers, at 25 per cent. under the government price, is of course a matter of no difficulty; and is done either through the medium of Mr. Bowles (in the way exemplified by his circular before quoted), or by the parties adopting this cheap mode of advertising themselves.

ISH QUEEN" VACUUM. Sir,-The log of the British Queen, that glorious sea bird whose wings have been so cruelly clipt, has just come to hand, with the subsequent numbers of your instructive Magazine. I have been much struck with the spirit of fairness which, like some purifying river, runs through them, giving out a freshness and vigour truly delightful in itself, and more so by contrast. Though hitherto I cannot be classed among those saucy fellows, the "Jacks, Toms, or Harrys,” the "A's, B's, or C's," that seem to rouse Mr. Peterson's ire, inasmuch as I have not before addressed you; yet there is so much good sense in your note, anent the same that I do not hesitate, malgré, that gentleman's virtu

By these boxes, which, like clocks, are usually fixed in some conspicuous place, the day of the month can be instantly seen from most positions in a counting house or office, without the constant trouble of reference as formerly, to pocket-books and calendars.

HALL'S CONDENSERS AND THE

ous indignation against the "fictitious signatures which at once shew that the writers were either prejudiced, interested, or else entirely ignorant"-to enrol myself among these vigorous and useful pioneers of the march of TRUTH.

Permit me first as 66 a new " and I trust not less" modest" correspondent than Mr. Peterson, to hope, that for example's sake, you will not allow any editorial feeling of modesty to exclude an open and just expression of admiration, that you do not, as many who conduct magazines, permit private acquaintance to interfere with impartiality to the public. You candidly admit, Sir, at p. 705, that you have the pleasure of knowing Mr. Hall, and highly respect that gentleman, and yet with much fairness you correct an unintentional injustice" done by yourself to Mr. Holebrook, and clearly show that Mr. Hall,-no doubt

"with the best

"Intentions, but his treatment was not kind; 99 has borrowed, (far be it from me to say stolen), from the former, the principle of his invention, and upon which he seems to have laid his hand with all the unsuspecting and interesting innocence of the immaculate Donna Julia-of course,

"Quite by mistake-he thought it was his own."

I know neither of these gentlemen, and shall carefully abstain from introducing into my observations a single name with which I have the slightest personal acquaintance. I have made the above remarks because the creditable nature of your article on Mr. Holbrook's patent leads me to believe, that the editor of a journal so respectably conducted, will not exclude what may be for public benefit,-an impartial unprejudiced investigation of Mr. Hall's condensers, - simply because you have the pleasure of his acquaintance and highly respect him.”

I shall do Mr. Hall the justice to admit that I have never read of any invention having more unexceptionable testimonials in its favour. I know that Mr. Beale, Mr. Pym, and Mr. Twigg, three of the directors of the St. George's Company, refused to become directors of the British and American Steam Company, unless Mr. Hall's condensers were applied to the British Queen, and the other vessels the company might build. I have read also, with surprise I must confess, the powerful and numerous certificates from highly respectable persons (engineers they call themselves) speaking of his condensers in the highest terms. I doubt not at all the honesty of these certificates, for the invention may have worked well enough at the time they were given, when the machinery came quite fresh from the

maker's hands; but, I do very much doubt the continued working of so much complicated machinery, and particularly I deny the correctness of the inference Mr. Hall declares they warrant. I think, therefore, Sir, that you will agree with me that it becomes a not uninteresting subject for public "investigation," especially as it is a challenge Mr. Hall has at all times thrown out, how far this plan is the rara avis it is stated by its inventor to be, and how far such certificates are to be relied upon as correct evidence of its real and permanent, not apparent or temporary, advantage. Clearly the plan is either-to use the confident assertion of Messrs. Lloyd and Kingston, the government engineers, (who holding up their tapers to the glorious sun persuade themselves that their glimmering rushlights will eclipse the broad flood light of human knowledge, when they thus arrogantly venture to set a limit to man's intellect,) "so successful as to leave nothing to be wished for," and is therefore deservedly entitled to universal adoption; or else, notwithstanding all these high and flaunting authorities, it is one of the grossest, and most costly delusions, ever attempted, by the strength of many names, to be crammed down the capacious swallows of a pensive and gaping public. If too it should perchance appear that nature cannot be persuaded to alter her laws to confirm the dicta of these intelligent gentlemen, and "leave nothing to be wished for;" and that the principles of steam condensation declare with unerring certainty, that "the steady vacuum of 30 must be only a "steady" quackery, we shall then learn how far the three aforesaid directors were justified, being neither practical nor scientific men, to take upon themselves the heavy responsibility of making the adoption of Hall's condensers in the British Queen a sine quá non, and giving to that fine proportioned vessel the enviable and time sticking patronymic of "the slow coach." We shall see also how far they are justly chargeable to the respectable proprietary of the British and American Steam Navigation Company for the enormous unnecessary expense incurred, by the delay and in burthening the Queen with 30 or 35 tons addition to her machinery, an expense which I know was at least one-third of the whole sum paid for the engines; and for the loss of interest upon which at £5 per cent., “the extraordinary vacuum of 30" is, I assure you, no consolation to the shareholders. I shall first investigate the principle of condensation, then shew its application.

There are only two methods of performing the distinguishing characteristic of the low

pressure or condensing engine, and upon the rapidity of effecting which entirely depends its available duty. 1st., condensation by the usual injection, and 2ndly., condensation by surface, not invented, but drawn from the dark ages of the steam-engine, by Mr. Hall, to astonish the scientific world of the 19th century. As regards the first mode there is only one disadvantage for marine engines, which is, that by the use of the external water the boilers become encrusted, require frequent chipping, and last only 4, 5, or 6 years: a greater consumption of fuel is also necessary on account of this encrustation being a bad conductor of heat, and to provide for blowing out. But we have to do chiefly with the principle of the two, for it is the principle of the old plan, of Mr. Watt's adoption, that is so much abused. It is, however, notwithstanding all the twaddle about choking condensers, the most perfect, producing the most efficient vacuum, though nothing like the "steady extraordinary vacuum" of your considerate and modest correspondent, Mr. Peterson, render it truly "unrivalled by any engine or engines in the world." As regards the second named plan, its disadvantages are "legion," and I hope to show that the vacuum of 27 or 28 produced by the former is infinitely superior to the "steady Peterson vacuum" of 301 obtained by the latter, though a vacuum is a vacuum certainly, and facts (query truths) are stubborn things.

Before we contest the accuracy, or in this case the value, of experiments, and especially where they startle us from our propriety, we must understand the laws which regulate their action. The correct deductions of the exact sciences have enabled a Newton to foretell the bases of the diamond and water to be the same long before the means were found to verify the prediction,-and many are the instances recorded where the same processes have detected the fallacy of experiments, and corrected their errors. Now the object of condensing the steam is, to prevent its elasticity retarding, as would a powerful spring, the ascent or descent of the piston, on the moment that its action is reversed. It follows, therefore, that to obtain from any given engine the greatest amount of power it is capable of giving,and in these days of rivalry nothing less will suffice, for the power must be taxed to the uttermost, and every thing that science and capital can command must be judiciously united to produce a crack vessel-it becomes necessary to employ those means which a Nong experience has confirmed will reduce,

most instantaneously, the useless steam

the temperature of resistless water.

Upon this lightning-like process, and the immediate withdrawal of any uncondensed steam from the opposite side of the piston to which the steam is acting, depend the utmost effective duty of the engine. In order, therefore, that the piston might be relieved from any uncondensed steam as quickly as it was possible to relieve it, Mr. Watt, with his usual unerring perception always placed his air-pump in as close connection with the cylinder as he could arrange the parts. Certainly in these matters he is not at least inferior, as an authority, either to Mr. Hall, or to the engineer of the British Queen, whose "extraordinary vacuum," "so perfect past all parallel," would doubtless shame the paltry vacuum of the unpretending Watt. Yet this great man tried both plans, that by injection, and that by surface condensation. When once an idea entered his mind he never left it until he had followed it out in all its remotest bearings, and exhausted it. If there was any kernel to extract, he got at it; if not, he dismissed the rubbish from his vast mind, and satisfied that he was not wont to give up an experiment without thorough investigation, he never afterwards troubled himself any more about it. By acting always upon this plan he left a machine which has raised his country to an unexpected pitch of greatness, and is the admiration and envy of nations. And what does such an authority say respecting the two plans? In April, 1776, he writes to Smeaton: "I have made considerable alteration in our engine lately, particularly in the condenser; that which I used at first was liable to be impaired from encrustation from bad water; therefore we have substituted one which works by an injection. In pursuing this idea I have tried several kinds and have at last come to one which I AM NOT INCLINED TO ALTER .... THE INJECTION OPERATES BEYOND MY IDEAS IN POINT OF QUICKNESS AND PER

FECTION." Now, sir, I must own that I feel that reverence for the genius of Mr. Watt, in common, I doubt not with millions, that I cannot bear to see one ray of his glory diminished by his successors. I am not indeed so silly as to infer that no improvement can be made in those parts of the steam-engine to which Mr. Watt did not think it worth any useful purpose to direct his attention; but, I am silly enough to believe, after reading M. Arago's life of this "wonderful" man, as he is justly termed, that no improvement has yet been made in any thing he had particularly investigated; more especially in the principle of condensation, a subject to which his genius was for a long time devoted, and on which we have