Year: 1867

page_text: COMPLETE SPECIFICATION filed by the said William Graham M'Ivor
i
at the Office of the Commissioners of Patents, with his Petition and
Declaration on the 21st November 1867, pursuant to the 9th Section
of the Patent Law Amendment Act, 1852.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
GRAHAM MIVOR, Superintendent of the Government Botanical Gardens
and Chinchona Plantations, Ootacamund, Madras, East Indies, now residing
at Anfield, near Liverpool, in the County of Lancaster, send greeting.

page_text: WHEREAS I am in possession of an Invention for "IMPROVEMENTS IN
APPARATUS FOR RENDERING INNOCUOUS THE MOMENTUM OF HEAVY BODIES SO AS
TO PREVENT INJURY AND DAMAGE FROM CONCUSSION, APPLICABLE TO SHIPS' CABLES,
CRANES, WINDLASSES, CAPSTANS, HOISTS, LIFTS, WEIGHING MACHINES, SHIP AND
FORT ARMOUR, TO TRAINING GUNS, TO RAILWAY TRAINS, STATION BUFFERS,
FENDERS TO PIER HEADS, GANGWAYS, BREAKWATERS, AND OTHER SIMILAR STRUCTURES,
WHICH APPARATUS IS ALSO APPLICABLE FOR STORING AND ACCUMULATING POWER
WHICH MAY BE USED FOR THROWING PROJECTILES, RAISING OR MOVING HEAVY
WEIGHTS, SUCH AS SHIPS, STRANDED OR SUNKEN VESSELS, PROPELLING CARRIAGES,
AND OTHER PURPOSES," and have petitioned Her Majesty to grant unto me, my
executors, administrators, and assigns, Her Royal Letters Patent for the same
and have made solemn declaration that I am the true and first Inventor
thereof.
NOW KNOW YE, that I, the said William Graham M'Ivor, do hereby
declare that the following Complete Specification under my hand and seal,
fully describes and ascertains the nature of the said Invention, and in what
manner the same is to be performed in and by the following statement,
reference being had to the four Sheets of Drawings hereunto annexed, and to
the letters and figures marked thereon (that is to say) :-
The objects obtained by this Invention are admitted to be of paramount
importance, namely the means of storing, preserving, transporting, and
applying, when and how I please, what portions of the natural powers are
required, such as the upheaving force of the tides, of falling or running water,
of wind, of gravitation, of momentum, &c. To render this power when stored
'capable of moving itself to any distance where it is desired, the force should
be used, whether as a fixed motive power, a locomotive power, or for any
purpose whatever, such as digging, carting, reaping, mowing, sowing, and
other operations to. which animal power is at present applied; to give a
perfect elastic action to ships' cables; to store force to heave up the anchor at
any moment without manual exertion; to give a continuously increasing
elastic, and therefore an irresistible pressure to draw or raise ships off shore,
off sand banks, &c.; also to draw other heavy weights; to give perfect and
powerful elastic buffers to protect railway trains, ships, and all such moving
bodies against damage from concussion; to afford an elastic connection
between railway engines and trains, steam tugs and ships, or between the
carriages of trains, so as to remove and gradually overcome the inertia, and
thus prevent breakage or strain. In locomotive powers it gives a ready and
effectual means of storing up the force of gravitation when descending, and
of momentum when stopping. Thus railways with moderate gradients,
.

page_text: passing over an undulating country, may be almost as cheaply worked as if
the line was on a true, level. In addition to this, the propelling force, if stored
by natural powers,, would be free of cost except that of first appropriation.
This Invention consists in the adaptation and arrangement of circular or
coiled springs secured to an axle and supported on a frame or framework
constructed of any convenient and suitable material, and by enclosing the
springs in a drum, cylinder, or otherwise, so as to procure and apply their
elastic force, both by the external surface and axle.
The first subject to which I describe the application of my Invention is that
of ship cables.
In mechanics it is a well known law, that an accumulated force, i.e. a.body
having once gained a momentum, such for instance as a railway train,.ship,
or wave of the sea, can only be prevented from causing concussion and damage
when coming in contact with another body, by the body struck (or both bodies
when practicable) presenting an elastic and accumulating resistance, as every.
line of space through which the elastic body recedes destroys a portion of the
momentum of the aggressive body, until it is altogether. overcome and conse-
quently no injury sustained. The utility of an elastic action in ship cables
has been long. appreciated and hitherto sought for in some elastic material for
their manufacture.
"
1
The present Invention is intended to secure this elastic action by.connecting
the cables to an elastic windlass, capstan, or bearing, attached to the vessel;
this would enable ships while at anchor to ride. out the most severe cyclones,
storms, and gales, without danger to the ship itself, without drag to the anchors,
and without strain to the cables.
The present Invention gives perfect elasticity of the bearing, while its action
is instantaneous and on a plane with the force to be resisted; the ship as it
meets the seas is thus enabled to ride over them, and to recede at the same
time; the action of the springs prevent.her head from being dragged down,
and maintain her bows in a direct line to the storm however rapidly the
direction of the winds and seas may change.
In applying this Invention the size and stability of the frame or framework,
and cylinder, the strength, length, breadth, and number of springs used in the
machine is regulated by and proportioned to the weight and force it is
intended to resist or overcome; and in such as are intended to give elastic
bearings to ships' cables the strength may be double that of the maximum
strain to which the machine is likely to be subjected.
The elastic windlass may be applied to ships' cables in different ways. The
three following modes of -application are-selected for description:-First, by
O

page_text: a messenger, or by the cables being wound round the end or circumference of
a drum or cylinder revolving on a fixed axle; secondly, by the messenger or
cable being fixed on or passed round a flanged or other wheel, secured to a
revolving axle; the springs being attached to a fixed cylinder or framework;
thirdly, by both the axle and cylinder being constructed to revolve, cither of
them being fixed at pleasure by pawls acting on the ratchets hereafter
described; by this arrangement the machine can most effectually perform the
work of the capstan and windlass, and power may be stored in it by winding
up by the axle while the force is being given off by the circumference of the
cylinder, or vice versa.
The machine illustrated in Sheet 1 is that of a cylinder or drum (revolving
on an axle fixed by pawls and ratchets), containing a number of coiled springs
screwed at one end to the axle and at the other end to the cylinder. These
springs exert their force against the cables, or cable stoppers, which are fixed
on or wound round the cylinder; therefore as the cable is dragged forward
over the bows by the force of the sea or wind, causing the ship to recede, the
cylinder revolves, giving out cable, and winds up the springs on the fixed axle ;
as the force of the wave passes the springs react or unwind, bringing back
the cable or cable stopper, thus producing a perfect elastic bearing of great
simplicity and enormous strength.
In the above Drawing, Figures 1 to 9 inclusive, illustrate on a scale of
one inch to the foot the construction of a machine or apparatus of size and
strength intended, for a vessel of between one thousand and one thousand
five hundred tons burthen.
Figure 1 being a longitudinal section showing the principle of construction
when required to act as a cable stopper, windlass, capstan, or other purpose
to which it may be applied.
A, being twelve coiled springs with diaphragms between each, secured to the
axle and starting from alternate angles, the outer ends of the springs being
fixed to the opposite bars of the cylinder so that the lateral pressure of the
one spring on the axle may counteract the pressure of the other, and give a
uniform support to the axle and cylinder by the fastenings shown at O; B, being
the end of the axle; C, rounded portion of the axle to revolve in the frame;
D, rounded portion of the axle to revolve in the end of the cylinder; E, hand
spike and ratchet wheel; I', cog wheel; G, pawls acting on the ratchet
wheel E; H, pawls to act on the ratchet on the ends of the cylinder when
used as a motive power; I, the key for securing the ratchet and cog wheel to-
the end of the axle; J, the longitudinal bars for fastening the springs to the
inner circumference of the cylinder; K, rivets fastening the bars to the

page_text: cylinder; L, screws and nuts securing the bars J to the ends of the cylinder;
M, lubricating holes; N, the framework; O, fastenings of the outer ends of
the springs to the bars.
Figure 2 is a section of a portion of a cylinder constructed with whelps
for fleeting the cable. A, the coiled [springs; B, the, ends of the axle for
the reception of the ratchet and cog wheel; C, depression on the axle for
keying on the ratchet and cog wheel; D, the whelps; M, the lubricating holes.
Figure 3. Section showing the fitting of the cable when applied in a
grooved wheel secured on the revolving axle. A, the axle; B, the key;
C, the guide roller with depressions for the reception of the alternate; or
projecting links of the cable; D, grooved wheel with corresponding depressions.
so that the alternate links may pass between the wheel and roller. .
Figure 4. View of the elastic cylinder with chain cable and cable stopper.
A, the chain cable stopper; B, the cable working over the guide roller C;
which is placed sufficiently distant from the cylinder to allow the cable links
to pass flatwise between them, the projecting links passing in the indentations
in the cylinder and roller as at D; E, the ratchet wheel; F, the cog wheel;
G, the pawls; H, the framework; I, the end of the cylinder with hand-
spike holes and ratchet; J, pawls to act on the same; M, depression on the
end of the cylinder for the reception of the cable when great power is
required. Figure 4* is a view of a portion of the axle to revolve in its
bearings at the ends of the cylinder; K, rounded portion; L, octagonal (or
square) portion for the reception of the springs; N, lubricating holes..
Figure 5. A, hook and grip for securing the cable stoppers to, the cables;
B, Figure 5, the back view of the same.
i
In Figure 6 the shaded lines illustrate the cross section of the cylinder
with the springs unwound on the axle, and to give them elastic force by
winding up; but this may be modified by constructing the springs to be
closely coiled around the axle when in a neutral condition, and, to give their
elastic force in unwinding against the cylinder, D being the axle, E, the four
cross bars to which the springs are secured alternately. When two cables
are placed on the same cylinder it may be necessary that the one be stationary
while the other is in action. To effect this a circle or ring of wrought or
cast iron, or any other suitable material to receive the cable, may be fitted
over and revolve on the cylinder, to be secured when necessary to the cylinder
by gripping screws, wedges, keys, or spring catches. The, dotted lines
illustrate this circle with a lever to support its weight in order to prevent
friction when the cylinder is revolving and the ring or circle stationary,
F being the keys for securing the ring or circle at A when brought into
:

page_text: action; B, spring catches; C, the lever; the spring catches being constructed
as shown at G, with dentations for the reception of the projecting cable links.
Figure 7. End view of the cylinder fixed in its position on the frame-
work. A, the ratchet and cog wheel; B, pinion wheel; C, winch handle
attached to the axle of the pinion wheel; D, end of the axle; E, pawls.
The pinion wheels may be introduced to give a fast or slow motion to the
cylinder, capstan, or windlass.
Figure 8 is the end of cylinder shewing the manner in which.it is cast
and secured by screws and bolts; B, screws and nuts on the ends of the bars;
A, lubricating holes. Figures 8, 8, 8, 8ª, 8º, 8º, Sheet 4, show a system
of gearing which gives immediate command over the springs, either acting
through the axle or by the cylinder. When the pinion wheel a' on shaft 6¹ is
thrown into gear with the wheel & the action is brought upon the springs
through the axle by rotating the shaft 6¹ by means of the winch handles b³,
and when the pinion d' is thrown into gear with the wheel & the action is
conveyed through the cylinder, the change of gearing being effected by moving
the shaft b² longitudinally, and securing it by dropping the catch into the
depressions at *, . The action of both the cylinder and the axle is governed
by breaks f,f, on the parts 9', 9', of the wheels e¹ and c³, the breaks being
operated on by the lever handle h³, seen in Figure 8. The inside of the
break wheel is formed into a ratchet ; Figure 8ª, acted on by pawls 11, 71, by
means of the lever handle 13 to prevent the uncoiling of the springs when their
force is brought against the cylinder. The pawls are maintained either in or
out of gear by placing the handle 1 in the notches. By using the arrange-
ment of pawl shown in dotted lines at n³, the ratchet k¹ and pawls ', l, may be
dispensed with. The socket of the axle bearing of the cable guide roller m²,
seen in Figures 8 and 8b, is fitted in a sliding frame and kept in position by
springs m; this arrangement permits of the passing of the cable shackles and
swivels by the guide roller m² receding from the cylinder, the springs m³
causing the guide roller to regain its position when the shackle has passed.
In Figure 3, Sheet 1, and Figure 8°, Sheet 4, is seen the manner in which
the cable guide wheel D on the end of the cylinder and guide roller m² are
constructed. The peripheries of these wheels are cast in half circles with the
dentations in different sizes to fit on to the centres of guide wheel and roller so
as to enable them to be changed at pleasure; for example, when it is
necessary to use a different sized cable or chain, the two half circles are
removed and replaced by others to fit the chain. The half circles s¹ are
secured to the centre of the wheel & by projecting pieces s³ to fit into it, as
seen in Figure 8° and by the screws which are screwed into the centre from

page_text: the bottom of the dentations of the outside piece. Figure 8' shows an
arrangement for securing the springs of the axle, so that in case of sudden
reaction by breakage of the cables or otherwise the springs revolve backwards
around 'the axle until their momentum is expended, thus preventing fracture
of the springs by the sudden check to which they are otherwise liable.. o' is
the axle which is grooved longitudinally the entire length of the space
occupied by the springs and diaphragms at equal distances, as shown
at o, Round the axle are placed rings p² corresponding to each spring in
the cylinder, in each of which rings p³ is placed a broad pawl q¹ pivoted at
one end to said ring p', the spring being attached to the pawl q¹ by the
projection on the back thereof. The catch g of this pawl is forced into
one of the grooves, o¹ of the axle when the spring is being wound up, thus
causing the axle to revolve, but on the reaction of the springs the catch q³ is
raised, as seen in dotted position, and the spring and ring p¹ revolve freely
around the axle o'without rotating it.
.
'
Figure 9, Sheet 1, shows two rollers for the hawse holes. A, rollers;
B, planking of the ship; C, door for closing the hawse holes when not
in use.
'
Figure 10 is a sketch of the cylinder when applied as a capstan. A, the
cylinder containing the springs; B, the axle; C, the whelps; D, the partners;
E, the pawls; F, the pawl rim. The portion on which the whelps are
attached being securely fastened to the axle, the hand spikes being applied to
cause the cylinder to revolve, the force is communicated to the axle by the
springs, and thus act on the cable or messenger. The cylinders hero illustrated
being joined at the neck between the partners.
Figure 11 is a sketch of the fore part of a ship with the cylinder fixed
in position with the necessary gearing. A, the cable; B, the cylinder;
C, projecting sockets for the reception of the hawse hole rollers constructed so
as to allow of the rollers being removed and the hawse holes closed when the
ship is at sea.
Figure 12 is a sectional sketch illustrating the working of the cable
when the cylinder is used as a windlass (or when placed in a perpendicular
position as a capstan). This arrangement is intended to overcome the
inconvenience of stoppering and fleeting the cable. As the cylinder A revolves
the guide roller B may work a belt or chain passing over the sprocket wheel
or roller C, both B and C being of the same.diameter, would remove from or
deposit in the cable locker E the same length of chain as is given out or
taken up by the cylinder. The position of the locker may be placed further
aft than illustrated, and the walls of the chain well D padded to prevent noise

page_text: from the movement of the cable, while the weight of the cable suspended in
the well D and passing over the roller B acts by a leverage on the cylinde
and considerably relieves the springs. In some instances it may be desirable
to direct the cable on to the guide roller B by rollers similar to those
illustrated for the bawse holes.
The benefit of elasticity when applied to ship cables is so well understood
and appreciated as scarcely to require notice.
This Invention, however, possesses special advantages in its application :-
1st, its action being instantaneous and on a plane with the force to be resisted
the ship as it meets the seas is enabled to rise over them and recede at the
same time, regaining her position in the. interval of each wave; 2ndly,
perfect clasticity of the cable bearing; 3rdly, the elastic play may extend from
two hundred to nine hundred feet and upwards; 4thly, the elastic force may
be increased to any required degree by winding up the springs more or less
against the cable or cable stoppers by the handspike wheel illustrated at E in
Figure 4, or by the pinion wheels as at B in Figure 7. For example, a
cylinder giving ninety revolutions, its force against the cable or cable stoppers
can be increased as ninety to one, as the force of the springs increases or
decreases in nearly this ratio with every revolution in winding up or unwinding;
5thly, the springs would occupy but little space, and being enclosed in a
waterproof cylinder would be preserved from rust, and consequently be very
durable; 6thly, it places the ship under immediate control, enabling her
position to be changed with facility either by the cable being given out or
heaved up by the cylinder.
The anchor is raised or weighed by the action of the cog wheel F in
Figure 4, when turned by the handspike wheel E or by the pinion wheels B.
The springs are wound up on the axle and communicate at once or at any
time subsequent the force to. the cylinder, causing it to revolve and heave in
the cable, consequently there exists the elastic play of the springs between
the cable and the men, whether using the handspike wheel E, Figure 1V., or
the pinion wheel B, Figure VII., thus securing the chain and cable against
the accidents to which they are at present liable when the ship is brought up
short apeak in a chopping sea, as the springs will invariably act on any strain.
An additional advantange exists in the fact that by the handspike or lever a
man can give great force by a sudden exertion, and the springs take up and
continue to excrt this force for any length of time until the anchor is "neared
or "breaks ground." Hence a great saving of labour will be effected in
heaving in the cables, which will enable ships to be worked with fewer
hands.
"

page_text: The great desideratum with seamen is to give them such an appliance as
will bring the anchor to the bows in the shortest possible space of time after
it "breaks ground," so as to get the ship immediately under control. This
the Invention thoroughly effects by affording the means of storing power in
the springs to draw home the anchor, but the powerful reaction of the springs
might produce damage by bringing up the anchor too suddenly, especially when
anchored in shallow water; as a security against this it will be necessary to
check or retard the reaction of the cylinder by the application of a break.
By the foregoing remarks it will be understood that when the machine is
in use as an elastic bearing the pawls G, Figure 4, must act on the ratchet
wheel, and the pawls to act on the ends of the cylinder be removed; but
when the cylinder is used as a motive power for working pumps, heaving
cargo, hoisting sails, driving punkahs, or any other purpose, this must be
reversed, the pawls J being inserted on the ratchet on the end of the cylinder
while the pawls G are removed from the ratchet wheel, the winch handle C
being also removed from the pinion wheel B in Figure 7 and a driving
wheel placed in its position. In some instances it may be desirable to
introduce a diaphragm between each spring.
ידז
The Invention may be applied to both ship and fort armour by means of
levers or supports projecting from the axle or circumference of a series
of springs or spring cylinders constructed as before described; the armour
plates being supported by the levers so as to give elastic play to remove
concussion and vibration from the walls of the ship or fort. When applied
to the training of guns the tackle is attached to the spring cylinder so
as to bring the recoil of the gun against its perfect elastic action; the gun
may then be stopped by a catch and reloaded at a convenient distance.from
the embrasure or fort; the catch being removed the reaction of the springs
will run the gun forward, the motion of the cylinder being governed by a
break so as to enable the operator to regulate the force of the reaction, and
consequently move the gun as may be required. The situation of the cylinders
for this purpose should be near the walls of the fort, and in ships either below
the gun or upper deck, or in any other convenient position. The ropes from
the gun or gun carriage may be secured direct to the cylinder, or be passed
from the gun to the cylinder over rollers on the principle illustrated in
Sheet 3, Figures 1 and 2. It will be understood that by adjusting the
cylinders and rollers to any given angle the reaction of the springs will point
the gun to the same angle, and thus remove the necessity of manual labor in
training the guns. By this arrangement spring power may be used for pro-
pelling boat paddles and screws with very great advantage, as two men

page_text: applying their force to store power by winding up a cylinder would propel a
boat for a short time with greater speed than probably twelve men with oars.
The use of spring power in propelling war vessels would also be most valuable,
as these vessels when cruising could store sufficient power in springs by means
of their engines as would enable them to run for twelve or twenty-four hours
at a hitherto unknown speed, thus they could overtake any vessel they may
sight, or evade a too powerful enemy, as the combined action of the springs
and engines would be sufficient to propel the vessel with a force which would
raise her in a great measure out of the water, and thus reduce the resistance
attending rapid motion through this medium. It may here be mentioned that
every vessel should be furnished with a buffer keel and cutwater extending to
near the figure head and communicating with the elastic bearings by means
of buffer rods, as illustrated at Sheet 2, so as to protect and throw a ship
"off" (by the reaction of the springs) when she happened to run upon a sand
bank, sunken rocks, or icebergs. A farther protection might be given to ships
by horizontal buffers placed immediately above the water line to protect the vessel
from lateral concussion. By a system of springs or spring cylinders constructed
and arranged as already described, and wound up by water, steam, or other
power, the force thus stored in them may be communicated to propel or move
railway trains, road carriages, and all descriptions of marine, locomotive, and
stationary machinery by the various methods and appliances at present known
to mechanics for connecting carriages or machinery with the prime mover.
In some instances, however, a modification of the present methods may be
desirable, because a power such as that communicated by springs requires
peculiar treatment, as while it is in action it may be said to be an unrestrained
power, that is, if the force of the springs exceeds the resistance of the weight
it has to overcome it goes on increasing in speed and momentum until a rate
is attained in which the resistance of the atmospheré overcomes the additional
power; this, as a rule, would be a speed far too rapid to be convenient. In
the construction of horological machines ingenious contrivances have been
adopted to overcome this difficulty, such as escapement wheels, &c.; but these
contrivances could not in all cases be applied with advantage to railway trains
or traction machines because a uniform speed is not desirable. In fact, the
machine should be so constructed as to travel at the rate of one hundred miles
an hour and upwards, if required, or as much under this speed as may be con-
venient. In this machine the break L performs the office of an escapement
wheel, and on the train attaining too high a speed the action of the springs is
stopped by the application of this break, and the train allowed to run on by its
own momentum until the speed has decreased. In like manner when the train

page_text: is moving too slow this break is removed and the springs brought into action
for a longer or shorter period, as may be required to maintain the speed. This
break, however, could not be applied-except the pinions F on the axle of the
driving wheel had self-acting gearing, such as would run out of gear 'the
instant they offered resistance' to the direction in which the driving wheels are
revolving, and as this must take place the moment the action of the springs
is stopped; it is plain that without: this description of gearing these wheels
would necessarily be-injured by the momentum of the train. The self-acting
gearing is secured by means of a portion of the axle of the driving wheel
which receives the pinion F forming a male screw ending in a shoulder or
square projection on the axle, while the socket of the pinion forms a female
screw, as illustrated and described in-Sheet 2, Figure 7. By this arrange-
ment so long as the pressure is in one direction the pinion wheels F will run
home against the shoulder of the axle, and thus communicate a bearing or.
driving power, in-other words, be-as firmly fixed as if it were a portion of the
axlé itself; but the instant the pressure is reversed the pinion wheels offer no
resistance whatever, as they immediately unscrew on to the smooth portion of
the axle- at S, Figure 2, and there remain stationary, or 'run in the opposite
direction if necessary, while the axle revolves freely within the 'inner flat
surface of the female screw. This' difficulty being thus effectually overcome,
springs offer a power more completely under our control than any other in
existance, and it is the only power known possessing the inestimable advan-
tage for locomotive purposes of enabling us to store up the force of gravitation
and to take back or resume the force of momentum- when stopping.
When 'it has been considered 'desirable to dispense with the locomotive and
perform its-work by stationary engines applied by such means as our atmo-
spheric railways, traction of trains by heavy ropes giving an enormous friction,
&c., the utility of deriving a direct force stored up in springs will be at once
apparent, especially when we consider that this power can be accumulated
without increasing the weight of the machine, that it can be retained for any
length of time, and taken off in any manner required. In addition to these
advantages, when the train stops at stations the whole force of its momentum
can-be re-accumulated in the springs by a simple gearing being brought into
play to remove the momentum by winding them up. In-like manner the
-saine gearing can be brought into action to wind up the springs, and thereby
retard the progress of the train when going down a decline. Thus not an
ounce of power need be lost, as that usually destroyed by breaks would be
stored up for future use, neither would there be any loss on account of the
line -having- comparatively steep ascents-and descents; for example, a rise or-

page_text: fall of one foot in sixty or seventy feet, as by regulating the speed of a train
in descending a given gradient would so far wind up the springs as to accu-
mulate so much power as would enable it (less friction) to ascend a like
gradient. This property of storing back power is of great advantage when
this Invention is applied to hoists, cranes, &c., as by this means we are
enabled when emptying a warehouse to store back as much force (less friction)
as would refill the warehouse. In like manner by lowering a ship into the
water we could store force to raise another ship out of the water.
Sheet 2, Figures 1 to 8, illustrates one principle of applying the Invention
to railways.
Figures 1 and 2 are a side view and plan of a motive carriage propelled
by a spring cylinder eight feet in diameter, intended for five feet two and a
half inch guage (but may be made of any size and constructed to suit any
guage).
In order to show that no inconvenience either in point of comfort or
appearance can arise from the use of large wheels, these are shown ten
feet in diameter, and the body of the carriage eight feet high by twelve feet
wide and thirty-two feet in length. A being the portion of cylinder cut
through at I and communicating motion to the two driving wheels G by
means of the wheels C, D, and E, C, the main motive wheels on the circum-
ference of the cylinder eight feet in diameter, and working into the pinions E
nine inches in diameter, fixed on the axle of and carrying the wheels D round
with it, which again work into the small pinions F, also nine inches in
diameter, on the axle of the driving wheels, with axle sockets working in a
curved guide, so as to maintain an elastic bearing on the pinion wheels during
the play of the axle springs. E, framework of carriage; I, ratchet pre-
venting the cylinder from unwinding; B, cog wheel and ratchet wheel on the
circumference of the cylinder, eight feet in diameter, by which the springs
are wound up both by the stationary engine and the momentum of the train
by means of the wheel K (or any other arrangement) when stopping. at
stations, descending gradients, or other suitable occasions; this wheel also
communicating motion or "backing" the train when required; L, break
to stop the motion of the cylinder by means of the double lever M being
brought forward and hooked on to the rest N above the wheel K; this
rest being placed so close above the wheel K that in coming into gear by
means of the screw illustrated at Figure 7, it removes the lever and throws
off the break. This self action prevents the break being brought up while
this wheel is in action, which arrangement is made to prevent inattention in
the driver causing injury to the machinery. O, centre bearing for axle of

page_text: driving wheel; P, spring for throwing the break off the wheel B; Q, fly
wheels; R, beam for securing the springs when used without a cylinder.
Figure 8 illustrates a passenger carriage eight feet high, twelve wide,
and thirty-two in length, with a portion of the covering removed to show
the framing. A, the platform and rail supported on the buffer head and
sliding with it under the cover B, so as to afford communication along the
entire length of the train to both guard and passengers; C, the cover for that
portion of the wheels projecting above the carriage; D, the break lever shown
as not in use; when applied to the wheel it is made fast to the spring E.
F, couplings giving an elastic play of twelve feet between each carriage; G,
the antifriction wheel.
Figure 4 is a ground plan of the framework showing the construction of
the buffing and coupling apparatus. A, cylinder or box enclosing a series of
coiled springs placed under the end seats, also in the upper ends of the
carriage and acting on a revolving axle or cylinder, on which is secured three
flanged wheels B for the reception of the chain or wire bands of the buffing
and coupling .apparatus. The bands of the couplings being fastened to a
wheel secured to the axle or on the opposite side of the cylinder to that from
which the buffers are secured will cause the springs to revolve in the same
direction, whether the couplings are dragged outwards by the strain or the
buffers driven inwards by concussion. C, spaces for the wheels.. The same
construction of buffer as is here described may be applicable to ship keels,
cutwaters, &c.
Figure 5, section of the carriage cut through at the centre of the wheels:
A, springs for axle bearings; B, the axle; C, the wheels; D, the seats;
E, cover for that portion of the wheel projecting above the carriage.
Figure 6 is a view of the front part of a locomotive engine showing the
application of the. Invention to railway buffers. A being the ends of two
cylinders of coiled springs secured in a framework and extending the entire
breadth of the engine, terminating at each end in a flanged wheel for the
reception of the chain or wire bands. The. buffer rods pass between these
flanged wheels into a square guide tube B, constructed as at Figure 8,
and fixed to the outer .framework of the engine; this tube terminating in
front in projecting flanges to take the bearings of the axles of the cylinders or
series of springs. The fixed buffers at stations being also constructed on the
same principle. It will be observed that these systems of springs-would afford
enormous strength, which could be increased or reduced to any desired degree
by winding up the springs more or less upon the axle; in this way the forco
required to drive the buffer rod could be proportioned to the weight of the

page_text: engine.or carriage, and with sufficient play, say from ten to eighteen feet on
the engine, while the last carriage or waggon in each train being furnished
with a similar set of buffers, and each carriage in the train having propor-
tionate elastic buffers and couplings, would give a train on accidental collision
an elastic play sufficient to remove without injury the ordinary momentum of
the train. The above together with couplings giving similar elastic action would
effectually remove the danger, loss of life, and destruction of material,
unfortunately of too frequent occurrance at the present time; these buffers
could also be so constructed by means of a pawl and ratchet to prevent them
from reacting on receiving a very heavy concussion, as their reaction would
cause inconvenience by throwing the train back to a considerable distance,
and although this is an unimportant subject compared with that of overcoming
the danger, still it is one that should be guarded against. The same arrange-
ment of the springs as here described for buffers is also applicable to weighing
machines of all sizes.
Figures 7 and 7 show a plan and end view of self-acting gearing, or
connecting or disconnecting apparatus of the wheels F and K in Figure 2.
A, screw, for taking the wheels into gear when the force is applied in one
direction and throwing it out when the force is reversed; B, shoulder or stay
on the axle for the support of the wheels when brought home; C, hole in the
axle for-the reception of the spring catch when the motion is reversed and the
train "backed"; D, spring catch; E, section of a wheel with female screw
axle socket, the face of the screw being a little larger than the circumference
of the axle in order that it may revolve freely within the smooth inner surface
of the screw when out of gear.
Figure 8 shows the connection of the buffing rod to the springs enclosed
in a cylinder, case, or framework. A being the flanged wheels for the reception
of the chain or wire belt .B, C, the chain or wire belt guide roller; D, four
friction rollers on the end of the buffer rod, and constructed to fit the squaro
guide tube E. The chain or wire belt is fixed to the head of the buffer rod
by passing through it in a curved opening and brought up again to the top,
where it is secured by means of a plate and screws, as at F, Figure 8. This
mode is adopted in order to prevent any jerk, or in other words, to conduct
the force of the blows.on the buffer head in a direct line to the springs.
The foregoing remarks are specially applicable to railways. It will be
observed, however, that with slight modifications the system above noticed can
be applied to traffic on our common roads. The Invention therefore will now
be briefly considered in its application as a traction machine and for drawing
or propelling vehicles of every description.
:

page_text: Figure 9 is a view of a wheel with an elastic tire, for traction engines or
road carriages, so that the tire may compress and present a plane at the point
of contact with the road sufficient to take the weight of the load without
cutting into the ground. This is intended to remove the great inconvenience
experienced from the fact of the wheels as now constructed continually
presenting to the road what may be said to be the point of a wedge, which
must necessarily sink into the ground more or less according to its hardness,
until it has attained a plane sufficient to support the gravity of the load; this
sinking of the wheel, especially in wet weather, very seriously impedes the
progress of the vehicle, as it imposes the enormous friction necessary to over-
come and crush down the bank of earth raised before the wheels; this ought
not to be the case, as the tire of the wheel instead of crushing into the road,
ought to be so elastic as to form a plane, thus removing the friction, and at
the same time facilitating its onward progress by the wheel constantly springing
up behind in a similar manner to the action of the foot in walking, A being
the axle-box; B; the ring; C, the spring spokes; D, the manner of securing
the springs- to the spokes; E, separate view of the spring and section
of the tire, or a non-elastic tire may be used to take the bearing when great
weight is applied, as shown by the dotted lines at F.
If the reduction of weight in the railway engine is a matter of serious
consideration, how much more so is the reduction of weight in a traction
engine, or such machines as have to travel on our common roads, where the
great weight sinks the wheels so deep into the ground as to offer a hitherto
insuperable difficulty to applying this much desired means of turning our
streets and common roads to better advantage..
I
Figure 10 is a view of a carriage for use on common roads, illustrating one
method of propulsion by spring power. A being the propelling cylinder con-
structed as already described; B, the frame or bracket secured to the carriage
axle for supporting the machinery; C, the cog and fusee wheels; D, the
screw and 'shaft carrying round with it the bevelled wheel E working into a
bevilled pinion on the axle or box of the carriage wheel; F, the break; G,
the lever rod; 'H, the lever, which in its action applies the break and stops
the driving machinery, and at the same moment brings the reversing gear or
winding up apparatus into operation to impede the progress of the carriage;
I, the lever catches; J, the guide handle..
Figure 11 plan of the machinery of a traction engine (when applied to
single vehicles, the driving gearing on one side only is required), A. being the
spring cylinder; B, the pawl rims; C, the brackets or frame; D, "the pinion
and fusee wheels; E, the screw shaft with guide bracket F; G, the bevilled

page_text: wheel on the end of the shaft; H, the bevilled pinion on the axle or axle box
of the carriage wheel, constructed with self-acting gearing as described at
Figure 7; I, the lever rod; J, the screws and guide bracket for winding up
the cylinder; K, cog wheel on the circumference of the cylinder. The weight
of a man seated on the outside of the cylinder would give propelling power,
and this would be maintained by rising to a higher step on the cylinder as it
descended. L, slide socket for throwing the screw in or out of gear; M,
handspike holes.
Figure 12 is the side view of the winding-up apparatus. A, section of the
spring cylinder; B, cog wheel on the circumference of the cylinder; C, screw
and shaft; D, bracket for moving same on the rod E; F, slide socket worked
by the lever G; H, socket rest secured to the flange by the gripping screw
at E; I, carriage axle and pinion wheel.
Figure 13 being a side view, with the bracket or frame removed to
show the arrangement of the propelling machinery. A, the fusee wheel on
the axle of the cylinder; B, the driving chain; C, the cog and fusee wheel;
D, endless screw and shaft; E, beveled wheel on the end of the shaft; F,
bracket for supporting the screw and shaft moving on the frame rod G; H,
the carriage axle; I, the break; J, the break lever.
From the above description it will be understood that this machine may be
applied to propel parcels through tubes or guides.
The Invention may also be applied to do the ordinary work of a farm, such
as carting-produce, manure, digging, weeding, reaping, cultivating, &c., and
where water power is available for winding up the springs the operations could
be performed at a trifling cost..
Figure 14 is a plan of a digging and trenching machine, which may be
converted into a weeding machine by elevating the digging cylinder by the
screw H in side view, Figure 15, and into a cultivator by changing tho họes.
A being the spring cylinder; B, the handspike rim; C, the cog wheel for
winding the cylinder; D, the travelling wheels; E, the fusee wheel; F, ditto,
ditto; G, the fusee wheel on axle of digging cylinder; H, the digging
cylinder; I, the hoes; J, the machine handles; K, the pawl .rims; L, the
guard; M, the break; N, the levers, which as the stroke is made lift the
hoos as their ends pass over the projecting bracket D, Figure 17, the hoc
being shown as thrown back at J, Figure 15, and the lever passing over the
projecting bracket shown by the dotted line near the axle.
Figure 15 is a sile view of the digging machine. A, the fusee driving
wheel on the end of the cylinder axle; B, the chain driving the travelling
wheels; C, chain driving the large fusco wheel D; E, chain propelling the

page_text: digging cylinder; F, the digging cylinder; G, the framing; H, the screw for
raising or depressing the digging machinery; I, the digging hoes; J, the hoe
having made the blow shown as raised by the action of the lever O; K, the
break rod and handle; L, the guard; M, .the break; N, the machine
handles.
Figure 16 is a section of the digging cylinder. A, the hoes; B, the
axle; C, the levers; D, projecting bracket on the sliding box, over which the
ends of the levers rise as they pass, and thus lift the hoes immediately they
make the stroke; E, the cross rods connecting the levers; F, rods fastening
the handles of the hoes to the cylinder.
Figure 17 is the end view of the cylinder with a portion removed to
show the principle of fastening the hoes. A being the spring to maintain the
hoe in its position; B, the lever rod; C, the rod for fastening the hoes; D, the
projecting flanges on the axle socket in the act of raising the hoe by the
action of the lever.
The above description is confined to one method only of applying the
Invention to purposes of cultivation, as it will be understood that.spring power
as a prime mover.can be applied to this purpose by means of the various
methods at present in use.
Sheet 3, Figures 1 to 4 and 6 illustrates a method of applying the
Invention to secure elasticity to gangways attached.to pier heads, so that ships
may be moored and secured to the gangway, and be able to ship or unship
cargoes in safety in open roadsteads, or where there is a heavy swell.
Figures 1 and 2, are a plan and section of a gangway possessing. elastic
motion' in every direction. A, portion of the pier head; B, head of the gangway.;
C, the pivot giving horizontal motion; D, trap doors to open when the pivot
C or rail fastenings are removed or secured; E, cylinders.giving advancing or
receding élastic motion; F, the attached platform; G,.the.sliding.platform;
H, wire bands, belts, or chains connecting the cylinders with the cross bar. of
sliding platform G between the two rollers I; J, friction rollers attached to
the cross.beam at the head of sliding platform; K; friction. rollers fixed to
the head of attached platform F; L, rail friction rollers; M, the guide, for. the
sliding rails; N, iron plate with spring front to keep an equal bearing on the
sliding platform; O, gangway head turning on a centre pivot P with springs Q
at each side-to secure elastic, motion to the heaving-of-the-ship.; R, rings for
fastening the gangway to the vessel;.S,-cushion for resting the gangway.on
the ship to prevent chafing; T, portion of cylinders fixed on the pier for
mooring the vessel; U, rack rails extending from the platform to the crane A
in Figure 6; V; friction rollers for the rack rails.

page_text: Figure 3 top view of the front beam of the sliding platform. A, holes
for cylinder bands secured as at section B; D, friction rollers; C, sockets for
receiving the beams of the sliding platform.
Figure 4 section of the gangway in front of the rollers I. A, the
attached platform; B, beam of the sliding platform, and cylinder band
secured to the same at C; D, friction rollers; E, beams of the attached
platform; F. sockets for beams of sliding platform; G, planking; H, rails;
1, guide for sliding rails with friction rollers; J, rollers for cylinder
bands.
Figure 6 reduced view of pier and gangway as attached to the vessel to
give an idea of its application. The gangway being drawn backward or
forward by a cog wheel at the windlass A working into the pinion .or rack
rail at Q, Figure 1. In this way it is anticipated the Invention will be of
great utility, as at present it is impossible for a ship to approach a pier
except in still water. The gangway illustrated will overcome this difficulty,
and enable ships to be moored at a considerable distance from the pier head,
while the vessel itself can receive no injury by heaving and pitching while
attached to the gangway, as it possesses perfect elastic motion in every
direction. The gangway can be constructed of any required length and
breadth; the one here represented is seventy feet in length by six wide within
the rails, giving an elastic and receding elastic motion of fifteen feet in every
direction, thus the platform gives an elastic.play of thirty feet to the rolling
and rising and falling of the ship, namely, it is capable of being drawn out to
85 feet, and contracted to 55 feet, 70 feet being the point at which the
equilibrium is maintained by the action of the springs in the cylinder com-
municated to the top beam of the sliding platform by means of a chain or
wire band attached to the cylinders and beam, and passing over the rollers I.
The gangway is constructed so that it can be drawn off and on to the pier by
two men working the. winches on each side (one being represented at A,
Figure 6, the cog wheels on these winches, working into the rack rails at
U, Figure 1), thus carrying the gangway forwards and backwards, giving off
or taking up at the same time a proportionate length of the chain or wire
rope support attached to the outer end of the gangway, and passing to the
winch over the pulley on the upright secured to the pier. The gangway
when run forward to the pier head falls into its position, its outer end being
supported by a hawser rove through a top block from the maintop mast head,
the pivot C is then inserted, the rack rails being at the same time unhooked
from the platform through the trap doors D, Figure I., the guide chain or
wire rope support from the winch may be eased when the stage is ready to be

page_text: landed on the ship's gangway. This done the stage is secured to the ship by
means of the rings at R, and is ready for use.
Elastic pier fenders are constructed on the same principle as the gangway
above described. The length being reduced to 6 or 8 feet and the breadth
increased to any size convenient for a ship to lie against, or these pier fenders
may be constructed on the principle of the railway buffers already described,
being modified so as to give elastic motion in every direction, 'the cylinders for
this purpose being placed either above or below the platform of the pier,
floating harbour, or breakwater.
to
The mooring of vessels prior to being attached to the elastic stage or
gangway is an essential point to be considered. With steamers this could
easily be accomplished, but with sailing vessels it is an operation of 'con
siderable difficulty and hazard arising from their movements being less under
command, it is therefore necessary that this difficulty should be overcome,
as no vessel could be expected to approach the moorings so long as their
was, danger to be apprehended. A ship, perhaps, could most quickly and
safely approach her moorings by the aid of three floating cylinders or buoys
constructed as at Figure 10, the springs being secured to a framework in
the interior of the buoy on the same principle as illustrated in the first Sheet,
Figure I., by a revolving axle and a deep flanged wheel fixed in the centre
for the reception of the cable stoppers, the springs acting against the axle as
it revolves in the interior of the buoy. The axle on each side of the wheel
pass sinto the interior of 'the buoy through a stuffing and lubricating box
in order to render the buoy perfectly air and water-tight. Two of these
floating cylinders or buoys should be anchored at a distance of about forty
fathoms from the pier and at an angle of about 45 degrees from the centre
of the pier head, while the third and most powerful cylinder should be
anchored at a distance of about 100' fathoms at a right angle with the pier
head, or in à direct line seaward from the pier, as in the 'reduced' sketch at
Figure 9. The mooring tackle of these cylinders would probably be most
convenient if formed of wire rope and moored to each other and to the pier
head when not in use. The vessel in approaching the pier should receivė
as convenient hawsers attached to the mooring tackle of each buoy, securing
to her own windlass and heaving up the tackle of that best 'caluclated to
bring her into position, while the tackle of the other two buoys should be
kept tight so as to be made secure at any moment when required. • The
ship having thus neared her position should receive the hawsers from the
pier head cylinders (partly shown at T, Figure 1), and by these she could
be brought exactly into position for the reception of the elastic gangway.

page_text: The vessel thus secured to the gangway it is important to her safety that she
should be quickly brought out when required by means of her own crew
only, without any exterior assistance, which could not be rendered in case of
bad weather coming on during the night. It will therefore be necessary
prior to the workmen retiring for the night to withdraw the stage, the vessel
still lying in the same position secured by the four elastic moorings. In
the event of bad weather coming on the two pier moorings should be at
once slipped, and the tackle of the seaward mooring from the buoy D,
Thus
Figure 9, heaved up on the windlass, bringing the vessel out to sea.
the bows of the vessel would be brought forward towards D, and when she
has reached so far the moorings of the buoys A and C could be let go,
and the ship further brought up towards D, where she could either ride out
the gale or "let go and make to sea." These remarks refer to shipping in
open roadsteads.
Figure 10 illustrates a floating elastic cylinder or buoy for mooring ships.
A, the groove of the flanged wheel; B, flange of same; C, hook for securing
the cable stopper when not in use.
APPLICATION OF THE INVENTION TO BREAKWATERS, FLOATING HARBOURS,
AND PIER HEADS.
All solid buildings in the sea whether in the shape of breakwaters or
piers have the disadvantage of being enormously expensive in construction;
insecure, inasmuch as they are liable to give way in heavy storms; incon-
venient, because they do not rise and fall with the tide; and self-destroying,
because they do not allow an under current of water to pass, thus causing
silting, a slow but a certain process, fast rendering our finest piers unser-
viceable. Moreover, a pier should constantly be at a uniform level above the
surface of the water, whether at high or low water, and thus at all times
afford convenient access to the shipping. It should also be durable, and at
the same time constructed cheaply, and neither should a pier or a break-
water impede the flow of water for more than 8 or 9 feet under the surface,
as the agitation is on the surface of the water only, therefore impeding the
under current only causes silting without producing any equivalent benefit.
It is for the above reasons that floating piers and harbours or breakwaters
with elastic moorings offer great advantages over anything hitherto attempted.
Those accustomed to the terrific effects of a sen will conceive that the
floating harbour illustrated at Figure V. would be dashed to pieces by the
first storm, but the immense benefits afforded by an elastic anchorage is not
yet understood, as in fact this elastic anchorage enables us to combat the

page_text: sea with its own weapons, as the sea destroys by an accumulated force
suddenly exerted on an inflexible body, and this anchorage enables us to
overcome its power by exactly the same means, namely, by an accumulating
and receding resistance. This will practically and more effectually overcome
the force of the sea than we can at present conceive, because as the floating
piers, harbours, or breakwaters recede, they rise at the same time over the
waves, and the violence of the sea will be deprived of all its fearful effects.
These breakwaters and piers, especially such as have to stand in open
roadsteads, should be constructed to give motion at short distances, 10 or 15
feet along their entire length, so as to rise and fall with the waves. This
motion would be secured by connecting the beams by two iron shoulders
fastened by a powerful loop joint and embracing the ends of the beams as
at C, Figure 7. The loop joint would give motion in every direction and
be less liable to wear than any other form.
Figure 5 is a view of a floating harbour and pier combined. A being a
fixed pile pier extending beyond the surf, this pier and the floating harbour
being connected by two elastic gangways at C, while D are the elastic
cylinders for mooring the harbour; E being a line of low storehouses or
shops with the roof sloping to seaward down to the level of the framing
of the harbour; F, elastic fenders for ships to lie against when shipping
or unshipping cargoes; E, elastic, drawbridges at the entrance of the
harbour.
Figures 7 and 8 being a plan and section of the barges and frame
work of floating piers, harbours, or breakwaters. A represents the barges ;
B, the framework; D, mooring cylinder; C, the manner of connecting the
beams by an iron loop joint and shoulders to allow of play in every direction;
E; the water line; F, section of a barge.
APPLICATION OF THE INVENTION AS A STATIONARY POWER.
From what has preceded it will be apparent that the Invention can be applied
to store
power
to be used in driving all descriptions of machinery, more especially
such machines as are required to perform detailed and tedious operations not
requiring very great force, for example, sewing, spinning, and weaving,
moving punkahs, bread making, churning, winnowing, grinding, and washing.
In working this machinery the springs would of course only give back (less
friction) the force they received in winding up, still the advantages would be
great, as this force could in many cases be stored by natural power such
as wind, water, rising and falling of the tides, while the power thus stored
would be conveyed to any distance and applied either by a sudden or great

page_text: exertion, or the force can be extended over any length of time and to perform
the most tedious labor with far greater effect than if performed by hand.
Even when the power has to be stored by hand an advantage will be secured
because the springs can be placed in the most favorable position to receive
the full force of manual exertion, as by the lever or handspike both the
muscular force and the weight of the body is brought into play at the same
'instant to wind them up; for example, the cylinder being used in working
the pumps on board ship, a man could convey to the springs in one hour as
much force as would throw from the hold of the ship the same quantity of
water as he could have raised by six hours exertion at the pumps, because
pumping by hand is a muscular exertion, and when the muscles are kept long
in action great fatigue necessarily follows, while the winding up of the cylinder
⚫is an exertion in which the muscles play but a small part compared with that
of the weight of the body, in applying which no fatigue is sustained, but
on the contrary a rest or relief. Hence it is that a man under the one
'condition can perform six or even seven times the quantity of work that he
'could do under the other. -
An irregular motion may be given to punkahs by the arrangement
illustrated in Shoet 2, Figure 18, which shows the principle of fastening
the punkah rod to the slide A, fitting a square box revolving on a projecting
pin attached to one of the wheel spokes, the slide being securely fixed at
any given elevation to the box by the screw B on a projecting pin passing
through an axle box fitting the slide A. By elevating or depressing this
slide a greater or less variation in the motion of the punkah is obtained, and
consequently a greater or less agitation of the air.
The wheels of the machines illustrated and described above are constructed
on the principle of the fusee of a watch in order to compensate for the
less power of the springs as they unwind or to communicate a greater or
less force to the driving wheels as required. The chains can be removed
from the greater to the smaller diameter of the wheels, or vice versa, by the
ordinary forked lever. The fusee principle is here noticed as being best
understood, but the more convenient arrangement and one that would as
effectually compensate for the reduced power (and give the driver the
advantage of being able to place such extra power on the driving wheels
as would overcome any accidental difficulty) may be procured by the nave
and spokes of the wheel being formed in one piece and the felloes made in
eight or any convenient number of segments, each segment to have at least
two hollow sockets for the reception of the spokes, these sockets being
furnished with perforations for one or two spring catches to pass through

page_text: on the principle of the pawl and ratchet, and fit into corresponding depressions
in the spokes. By these means the circumference of the wheels can be
enlarged or contracted at pleasure by moving in succession the segments
as they turned from under pressure of the chains, the bearing of the lever
for this purpose being placed on the side of the wheel clear of the action of
the chains and constructed to expand the one wheel and at the same time to
contract the other in proportion. It will be understood that the expansion or
contraction of the wheels would not in any way affect the action of the chains,
because as the one wheel is contracted the other will at the same moment be
expanded in exact proportion.
As a dynamometer and weighing machine the Invention possesses special
advantages from the fact of the springs being enclosed in an air-tight cylinder
and thus effectually protected against the influence of the atmosphere, while
the springs being of great length in proportion to their thickness every
condition requisite in such machines is thus present. Hence the machine
could be so adjusted as to register force or weight with the greatest accuracy
and to maintain its action unvaried for any length of time.
This Invention could also be used with advantage in throwing projectiles,
especially for harpoons, as the sudden explosive force of gunpowder is
unsuited for this purpose, being apt to break the line. Also for couplings to
steam tugs, and as a motive power in mining operations, excavations, and
other purposes.
Having described the various parts of my Invention, and the manner in
which the same is to be performed, I would have it to be understood that I
do not confine myself to the precise forms illustrated and described, as these
may be varied, but what I claim as my Invention to be protected by the
herein-before in part recited Letters Patent is, the adaptation and arrange-
ment of circular or coiled springs in whatever mechanical combination they
may be applied to effect the various objects and operations described.
In witness whereof, I, the said William Graham M'Ivor, have hereunto
set my hand and seal, this Nineteenth day of October, in the year of
our Lord One thousand eight hundred and sixty-seven.