1841.] 



THE CIVIL ENGINEER AND ARCHITECT'S JOURNAL. 



207 



tion of its stern, for the purpose of impelling the vessel in an opposite direc- 

 tion. The air being compressed by an air pump, " to the same density as the 

 water under the ship's bottom,"' is admitted through a valve into a tube, 

 down which it flows into the water. The bottom of the vessel has two guards 

 of wood or other material, parallel to its keel ; as the air enters the water 

 beneath the vessel it is guided by the guards, which prevent it from escaping 

 at the sides, and by its pressure against the water, in the direction of the 

 stern, impels the vessel head foremost. The direction of the air, backward 

 or forward, is regulated by a turabhng valve, worked by a quadrant rack or 

 sector, and an endless screw ; by altering the position of this valve the direc- 

 tion of the air, and, consequently of the vessel, may be reversed at pleasure. 

 WTien the vessel rolls about in a heavy sea, it is considered desirable to force 

 the air under the most depressed side of the vessel only ; to effect which the 

 air plugs are connected to a pendulum which opens the valves on the one 

 side or the other, according to the position of the vessel. In another arrange- 

 ment for reversing the motion of the vessel, two sets of shding tubes descend 

 from the air chambers, opening fore and aft ; if tlie vessel is to be propelled 

 head first, the two hinder tubes are depressed and the air passes off towards 

 the stern ; but if the vessel is to be backed astern, the foremost tubes are 

 depressed and the air projected towards the head of the vessel. The claim 

 is — 1. To the application of two pistons working in one cylinder, as shown. — 

 2. For propelling vessels, by forcing a volume of air against the water beneath 

 the bottom of the vessel, in the manner shown and described. — Mechanics' 

 Magazine. 



MOVEABLE OBSERVATORY .AND SCAFFOLD. 



Alexander Horatio Simpson, of New Palace-yard, Westminster, Middlesex, 

 gentleman, for a machine or apparatus to be used as a moveable observatory 

 or telegraph, and as a moveable platform in erecting, repairing, painting, or 

 cleaning the interior or exterior of buildings, and also as a fire escape. En- 

 rolled May 5. — Claim first. The use of a shaft or spar as herein described, 

 with a gallery or platform suspended or attached so as to be capable of being 

 raised or lowered on the shaft by a power, either manual or otherwise, ex- 

 erted within the platform. 



This machine consists of a shaft or spar, mounted in a step, in which it is 

 capable of turning (the step being fixed to a foot or pediment), and supported 

 laterally by stays, jointed at their upper ends to a collar, which slides on the 

 shaft, but is retained in any required position by a pin. The lower ends of 

 the stays fit into holes in the foot or pediment, so as to admit of the stays 

 altering their position or angle, in relation to the shaft, and thereby support- 

 ing it in different positions. The shaft is constructed of wrought, iron plates, 

 rivetted together, and one side of it is formed by a rack sunk flush with the 

 surface of the shaft, which rack may be of cast iron ; but one of the lantern 

 form is preferable, the teeth of which is formed by long bolts or rivets, run- 

 ning across in the same position as the teeth of the cast iron rack. On the 

 shaft is a sliding frame, to which is attached a gallery for the reception of 

 workmen, tools, &c., and this sliding frame is fitted with a pinion, wheh 

 working in the rack of the shaft raises or lowers the gallery or platform, ac- 

 cording to the direction in which it is turned. 



This machine may be used as a telegraph, by having the usual apparatus 

 attached to the top of the shaft, or it may be used as a moveable observa- 

 tory. 



Claim second. — The use of a horizontal suspension rail, supported by shafts 

 or spars, with a platform or gallery suspended therefrom, capable of receiving 

 motion from within the gallery. 



Claim third. — The giWng motion to the gallery or platform, by the appli- 

 cation of a power, either manual or otherwise, from a point not within the 

 gallery or platform. 



This part of the invention is an improved construction of scaflblding, and 

 consists of two shafts, placed one on each side of the front of the building, 

 similar to that before described, but without the rack and platform with its 

 appendages. On the top of these shafts is fitted a cross raU, on which is 

 mounted a carriage running on flanged wheels, and to these wheels are fixed 

 two " gaUows," suspending a light ladder by a pin or bolt. On the centre of 

 this bolt is a roller or pulley, over which a rope passes, one end of it being 

 fastened to a gallery similar to that before mentioned, and sliding on tlie 

 ladder, and the other end to a counterpoise weight. On the foot of the lad- 

 der there is another roller, that runs on a cross bar, similar to the bar at the 

 top, but which roller supports none of the weight of the ladder, as it rolls 

 nearly horizontally and against the side of the bar, being provided for the 

 purpose of permitting the ladder to travel easily to and fro. 



In order to bring the gallery to bear on any portion of the surface of the 

 building that the workman may require, four ropes are provided ; two of these 

 are fastened to the bottom of the shafts, and passing over two live pulleys at 

 the foot of the ladder, proceed up to the gallery ; the other two are fastened 

 to the top of the shafts, and pass over two live pulleys, on the same axletrees 

 as the wheels of the carriage before mentioned, into the gallery. 



Now if the person in the gallery pulls the two top ropes, he raises the gal- 

 lery, or if he pulls the two bottom ropes, he lowers it ; if he pulls either of 

 the two side ropes, namely, those attached to the same shaft, leaving the 

 other two side ropes loose, the gallery and ladder will move horizontally in a 

 lateral direction. — Ibid. 



DRIVING BELTS AND STRAPS. 



James Ileywood Whitehead, of the Royal George Mills, near Saddleworth, 

 Yorkshire, manufacturer, for improvements in the manufacture of woollen 

 belts, bands, and driving straps. Enrolled May 2. — This invention consists 

 in applying a composition to a woollen belt to give it firmness and adhesive- 

 ness, as a substitute for leather for driving machinery. 



The composition consists of linseed oil and resin mixed together, in the 

 proportion of three pounds of linseed oil to two pounds of resin ; but these 

 proportions may be varied a little to suit circumstances. The oil is first boiled, 

 and the resin in fine powder added to it while it is in the boiling state, being 

 well stirred till they are thoroughly mixed together. 



The belt or strap is passed through the mixture and between two rollers, 

 which are weighted sufficiently to make the composition even, so that it will 

 not run out of the cloth when hung up. The cloth is then well stretched in 

 length and dried, after which it is ready for use. — Inventors' Advocate. 



RAILWAY CARRIAGE. 



James Boydell, jun., of Cheltenham, ironmaster, for improvements in work- 

 ing railway and other carriages, in order to stop them, and also to prevent 

 their running off the rails. Enrolled May 2. — Claim first. The mode of ap- 

 plying apparatus acting by lever pressiure on rails, as a means of stopping 

 carriages, as herein described. 



Beneath the lower part of the railway carriages a projection is affixed, 

 carrying the axis of a lever, the lower end of which lever is enlarged and 

 embraces the rail, the part which comes against the rail being lined with 

 wood, to enable it to offer greater friction. This part of the lever is, by 

 means of another lever, and connecting links, brought in contact with the 

 rail, whenever it is desired to stop the train. 



Claim second. — The mode of applying bars to prevent carriages running 

 off the rails of railways. 



Beneath each carriage are two bars, which extend across from opposite 

 corners of the framing of the same, crossing each other beneath the centre 

 of the framing, and from which centre they are suspended by means of a pin 

 passing through a slot formed in the centre of each bar. The ends of the 

 bars are connected by pins to the ends of the bars of the carriages before and 

 behind them, thus forming a continuous bar, which will in most cases prevent 

 the carriages from getting off the rails, and in case one of the carriages 

 should run off the rails will prevent it from running at any considerable angle 

 to the same. The slots in the bars have sufficient play to permit the train 

 to move over curves easily. — Ibid. 



MR. GR.\.NT'S PATENT FUEL FOR STEAM BOATS. 



We learn with great satisfaction, that this important invention is at last to 

 be brought into general use. The Admiralty, after a long series of experi- 

 ments made under their durections, by Mr. Grant, and followed up by frequent 

 trials of his fuel in her Majesty's steam vessels, instructed him some time ago 

 to take out a patent, chiefly, we suppose, to secure themselves and the public 

 against the interference of any pretenders to the invention. — This point being 

 settled, it became the wish, as it was the obvious duty of government, to ex- 

 tend the benefits of Mr. Grant's labours to the country at large. 



Numerous applications having been made to Mr. Grant, by the various 

 steam vessel companies, for permission to make use of his patent, the Ad- 

 miralty, in a spirit of enlarged policy, have, as we understand, du-ectcd that 

 gentleman to refer all persons to them who desire licenses to manufacture his 

 fuel — and we have no doubt that their Lordships sanction will be given ac- 

 cordingly. But, we trust, the terms will be so moderate as to render it the 

 interest of those extensive companies, whose vessels now cover so many seas, 

 to employ this new agent for the production of their steam power. 



A word or two on the nature and properties, as well as the practical ad- 

 vantages of Mr. Grant's fuel, will probably not be unacceptable to our readers 

 generally, and may prove useful to such persons as are engaged in steam boat 

 enterprises on the large scale. 



It is not our purpose, nor would it be proper, to describe minutely Mr. 

 Grant's process — it will he enough to say, that his fuel is made of coal-dust 

 and other ingredients, mixed together, in certain definite proportions, and 

 then fashioned, by a peculiar process, into the shape and size of common 

 bricks. The advantages of Mr. Grant's patent fuel over even the best coal 

 mav be stated to consist— first, in its superior efiicacy in generatmg steam, 

 which may be stated in this way— 200 tons of this fuel, wdl perform the 

 same work as 300 tons of coal, such as is generally used ;— secondly, it occu- 

 pies less space, that is to sav, 500 tons of it may he stowed in an area which 

 will contain only 400 tons' of coal ;— thirdly, it is used with much greater 

 ease bv the stokers or firemen than coal is, and it creates little or no dirt, 

 and no dust— considerations of some importance when the delicate machinery 

 of a steam engine is considered ;— fourthly, it produces a very small propor- 

 tion of clinkers, and tlius is far less liable to choke and destroy the furnace 



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