A NEW METHOD FOR REMOVING OR DESTROYING THE MOMENTUM OF HEAVY BODIES BY MEANS OF AN ELASTIC MACHINE OR MACHINES, SO AS TO PREVENT INJURY AND DAMAGE FROM CONCUSSION, APPLICABLE TO SHIP CABLES, SHIP AND FORT ARMOUR, RAILWAY TRAINS, TENDERS TO PIER HEADS AND FLOATING PIERS, GANGWAYS, BREAK- WATERS, AND OTHER SIMILAR STRUCTURES, ALSO AS A MOTIVE POWER
Year: 1865

page_text: ETTERS PATENT to Clements Robert Markham, of 21, Eccleston Square,
in the County of Middlesex, for the Invention of "A NEW METHOD FOR
REMOVING OR DESTROYING THE MOMENTUM OF HEAVY BODIES BY MEANS OF AN
ELASTIC MACHINE OR MACHINES, SO AS TO PREVENT INJURY AND DAMAGE FROM
CONCUSSION, APPLICABLE TO SHIP CABLES, SHIP AND FORT ARMOUR, RAILWAY
TRAINS, TENDERS TO PIER HEADS AND FLOATING PIERS, GANGWAYS, BREAK-
WATERS, AND OTHER SIMILAR STRUCTURES, ALSO AS A MOTIVE POWER,"-A com-
munication from abroad by William Graham McIvor, Superintendent
Government Botanical Gardens and Chinchona Plantations, Ootaca-
und Madras India.
ealed the 25th July 1865, and dated the 6th February 1865.
PROVISIONAL SPECIFICATION left by the said Clements Robert Markham,
at the Office of the Commissioners of Patents, with his Petition, on
the 6th February 1865.
I, CLEMENTS ROBERT MARKHAM, of 21, Eccleston Square, in the County of
Middlesex, do hereby declare the nature of the said Invention for "A NEW
METHOD FOR REMOVING OR DESTROYING THE MOMENTUM OF HEAVY BODIES BY MEANS
OF AN ELASTIC MACHINE OR MACHINES, SO AS TO PREVENT INJURY AND DAMAGE FROM
CONCUSSION, APPLICABLE TO SHIP CABLES, SHIP AND FORT ARMOUR, RAILWAY TRAINS,
Price 8d.1

page_text: TENDERS TO PIER HEADS, AND FLOATING PIERS, GANGWAYS, BREAKWATERS, AND
OTHER SIMILAR STRUCTURES, ALSO AS A MOTIVE POWER," to be as follows:-
In mechanics it is a well known law that an accumulated force in 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 prácticable) presenting an elastic and accumulating resistance, as
every line of space through which it recedes, destroys a portion of the
momentum of the aggressive body until it is altogether overcome and conse-
quently no injury sustained, therefore the utility of an elastic material for
the manufacture of ship cables has been long appreciated and sought for
with hitherto unsatisfactory results.
The present Invention is, therefore, intended to adapt and apply this well
known principle by connecting the cables to an elastic bearing attached to the
vessel, and thus enable ships while at anchor to ride out the most severe
cyclones, storms, and gales without damage to the ship itself, drag to the
anchors, or strains to the cables.
The application of the Invention to gangways at pier heads will enable
cargoes to be shipped or unshipped with safety in open roadsteads or elsewhere.
When applied to railway carriages and locomotive engines, the power of the
machine is such that it could be constructed when necessary, of sufficient
strength and elasticity to overcome the momentum of the heaviest trains run-
ning directly against each other even at the high velocity of 60 miles an hour.
To illustrate the advantages of the present Invention when applied to ship
cables, it becomes necessary to compare it with what has already been done in
order to secure elasticity. The coir cable is the most effectual hitherto adopted,
and although this possosses great advantages, and has been the means of saving
many vessels, still in some respects it is practically ineffectual, inasmuch as
its elastic tendency does not act with sufficient rapidity to intermit with each
wave, and in extremely heavy and continuous gales the vessel at last labours
as heavily as under a chain or hemp cable, in consequence of the elasticity of
the fibre being destroyed by the strain. The chain cable is also supposed to
give a certain amount of elastic tybyits describing a catenary curve in moderate
weather, but in heavy weather the cable becomes strained to nearly a straight
line permitting the vessel t retire. This it will be observed affords no elastic
movement to the momentum of the waves, as a wave striking the ship with a
force sufficient to knock her to pieces, would not cause the cable to rise in-
stantly through the superincumbent weight of water. In this way the curve
of the chain fails to secure a sufficiently beneficial or clastic motion, because

page_text: it does not act and re-act with each succeeding wave, although in an ordinary
gale the curve has some advantage, yet in a heavy storm the chain assuming
nearly a straight line, its action to stress of weather becomes lost at the very
moment when the preservation of the ship requires that it should be most
active. Apart from these considerations, all cables as they are now fixed to
the vessel possess the serious disadvantage of dragging the bows of the ship
downwards with a force proportionate to the combined force of the winds and
waves upon the ship herself; that is, the cable drags the vessel to the bottom
of the sea (to a plane with the anchor or point of attachment) with a force
proportionate to that with which the storm drives her in a horizontal
direction. This downward drag of the cable has also the effect of forcing
the bows of the vessel to plunge deeply, thus placing her in the worst
position to weather a storm, causing her to ship the seas, and receive the
full force of each wave which otherwise she would have ridden over.
The present Invention will overcome the above defects, the elasticity of the
bearing being effectual, its action instantaneous, and on a plane with the force
to be resisted, the ship as it meets the seas is enabled to ride over them, and
recede at the same time (regaining her position in the intervals of each wave)
while the action of the spring will prevent her head from being dragged down,
and maintain her bows in a direct line to the storm, however rapidly the
direction of the wind and seas may change.
With these observations, and in order to describe the principle and
application of the Invention, your petitioner proceeds to detail two methods
of construction and use, premising that the Invention is susceptible of
modifications in construction and application, to be more particularly
described in the Specification.
The method of construction and application to ship cables here selected for
description is by means of a cylinder or drum, revolving on a fixed axle and
containing a number of coiled springs, in the interior (secured at one end to
the axle and at the other to the cylinder) formed like the spring of a clock
and acting against the the cable stoppers (of chains, ropes, or belts of wire or
other material), wound round the cylinder; therefore, as the cable stoppers
are dragged forward by the force of the sea and wind on the ship, the
cylinder revolves and winds up the spring on the fixed axle, as the force
of the wave passes the springs react or unwind themselves, thus producing
a perfect elastic bearing of great simplicity and enormous strength.
In applying this Invention to gangways for communicating between ships
and pier heads I make the gangway of two main parts sliding one upon the
other, and capable of elongating or contracting to meet the requirements of a

page_text: ship heaving and pitching in a rough sea. The beams of the gangway are made
to slide on each other in a telescopic manner, or somewhat like the slides of
an extending dining table, the platform being so disposed that the one part
slides over the other when it collapses or contracts; friction rollers are provided
to facilitate the sliding of one part on the other, there is also a small inclined
and hinged flap that continues the surface of the platform from one part to the
other. The spring barrels are applied so as to give a permanent tendency to
contract the length of the platform, they are disposed at each side of the
gangway on a widened gangway head of a semicircular form; this is mounted
on a central pin fixed in the pier head on which the gangway is free to oscil-
late in a horizontal direction. The gangway head is hinged to the first part
of the gangway so as to permit of a vertical oscillating motion, while the tele-
scopic arrangement of the second part therewith permits of the lengthening
or shortening of the gangway when attached to the vessel, thus allowing of
motion in every direction. The free ends of the straps or chains of the spring
barrels pass thence to the sliding part of the gangway and keep it contracted,
but which may be drawn out to a ship while at same time keeping up the
continuity of the platform and gangway, preserving also the resiliency or
elastic connection desired. The spring barrels may be arranged so as not to
contract the gangway to its shortest dimensions, and so as to afford a possibility
of contraction as well as expansion at same time with the elastic or resilient
properties desired: The seaward end of the gangway is furnished with a short
gangway or flap pivotted on a horizontal axis and furnished with small spring.
barrels to maintain its extended position in line with the platform, but which
permit of vertical motion; and is also furnished with a cushion or pad for con-
tact with the ship to ease concussion as much as possible. The pier isfurnished
with racks laid down in the direction of the length ofthe gangway, pinious in the
gangway take into these racks which are actuated by winch handles to traverse
the gangway on or project it off the pier, the extreme end being sustained by
a rope or chain passing up over a mast and attached to suitable gear for such
purpose. I further apply these spring barrels to pier heads for the mooring
of ships (simply the reverse of placing said barrels on board ship), and
carry a hawser from a ship and attach it to the belt or chains wound on
such spring barrels. I further lay down mooring buoys in roadsteads and
otherwise, such buoys being each furnished with a spring barrel to which the
attachments of the ships: are made fast, the strain on the attachments so applied
must necessarily pass through the spring barrel and springs in being trans-
mitted to the chain by which it is moored. The free end of the chain on the
spring barrel is attached to the buoy on a suitable hook when not in use. The

page_text: buoy must of course have ample floating power to carry the spring cylinder.
The spring barrel may also be used as a motive power, for which purpose
the power may be accumulated, stored, and distributed in the manner of a
clock barrel and train which will be sufficient to illustrate its application.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Clements Robert Markham in the Great Seal Patent Office
on the 5th August 1865.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, CLEMENTS
ROBERT MARKHAM, of No. 21, Eccleston Square, in the County of Middlesex,
send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Sixth day of February, in the year of our
Lord One thousand eight hundred and sixty-five, in the twenty-eighth year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto
me, the said Clements Robert Markham, Her special licence that I, the
said Clements Robert Markham, my exocutors, administrators, and assigns,
or such others as I, the said Clements Robert Markham, my executors,
administrators, and assigns, should at any time agree with, and no others,"
from time to time and at all times thereafter during the term therein
expressed, should and lawfully might make, use, exercise, and vend, within
the United Kingdom of Great Britain and Ireland, the Channel Islands,
and Isle of Man, an Invention for "A NEW METHOD FOR REMOVING OR DESTROYING
THE MOMENTUM OF HEAVY BODIES BY MEANS OF AN ELASTIC MACHINE OR MACHINES,
SO AS TO PREVENT INJURY AND DAMAGE FROM CONCUSSION, APPLICABLE TO SHIPS
CABLES, SHIP AND FORT ARMOUR, RAILWAY TRAINS, TENDERS TO PIER HEADS, AND
FLOATING PIERS, GANGWAYS, BREAKWATERS, AND
SIMILAR STRUCTURES.
ALSO AS A MOTIVE POWER," a communication to me from by William Graham
McIvor, Superintendent Government Botanical Gardens and Chinchona
Plantations, Ootacamund, Madras, upon the condition (amongst others) that
I, the said Clements Robert Markham, my executors or administrators, by
an instrument in writing under my, or their, or one of their hands and seals,
should particularly describe and ascertain the nature of the said Invention,
and in what manner the same was to be performed, and cause the same to
be filed in the Great Seal Patent Office within six calendar months next
and immediately after the date of the said Letters Patent.
OTHER

page_text: NOW KNOW YE, that I, the said Clements Robert Markham, do hereby
declare the nature of the said Invention, and in what manner the same is
to be performed, to be particularly described and ascertained in and by the
following statement, referenco being had to the four Sheets of Drawings
hereunto annexed, and to the letters and figures marked thereon (that is to
say)-
First. The idea of connecting ships' cables to an elastic bearing attached to
the vessel, having occupied the attention of the Inventor for upwards of
seventeen years, the elastic cable stopper is submitted with great confidence
in its practical efficiency to secure the objects required. It possesses in the
highest degree all the qualities necessary for the security of shipping while at
anchor; 1st, perfect clasticity of the cable bearing; 2ndly, instantaneous action
of the force of the waves; 3rdly, great elastic play, extending from six to nine
hundred feet and upwards; 4thly,its elastic force maybe increased to any desired
degree by winding up the springs more or less against the cable stopper by the
handspike, wheel, and pinions A, B, and C, in the Drawing Number 1, Fig. 4.
For example, with a cylinder giving ninety revolutions, its force against the
cable stoppers can be increased as ninety to one, because the force of the spring
increases or decreases in this ratio with every revolution in winding up or un-
winding; 5thly, the springs being enclosed in an air and water tight cylinder
would be preserved against rust, and consequently would last for centuries;
6thly, it places the ship under immediate control, enabling her to change
her position with facility, either by the cable being heaved up on the cylinder
or by releasing it.
Secondly. A shipanchored by the elasticbearing or cylinder would ride with
the following advantages:-1st,she would never receive a blow from the seas,
because, as the base of each wave touches her bows she begins to recede and
at same time to rise over the wave, and when the force of the wave passes
her bows she will return to her former position; the ship will thus ride
easily under the heaviest storms, will rise with ease and without concussion
over the heaviest seas, and in short be much more secure during a heavy
gale than a house built on the firm land with the same amount of exposed
surface; 2ndly, the anchors will not drag or the cables give way, as it is the
concussion ships now receive that drags the anchors and parts their cables;
3rdly, the ship not being subjected to concussion while at anchor will be
more durable; 4thly, it secures ships against drifting on lee shores, as,
when this danger is apprehended, an anchor can be dropped and the vessel
brought to and ride out the gale in any position with far greater safety
than if maintained at sea under sail.

page_text: Thirdly. Elastic gangways and pier fenders.-The application of the In-
vention to those purposes will permit vessels to lie against an elastic support
and roadway to the quay or pier when shipping or unshipping their cargoes.
Fourthly. Railway trains.-The application of the Invention as a motive
power to railways isfelt tobepracticable, althoughthearrangementof itsdetails
is at present immature. In the meantime, however, there can be no doubt that
an immense saving of expense would be effected by attaching a cylinder as
an auxiliary to the locomotive. The cylinder being wound up by the gravity
of the train in descending gradients, and by the momentum of the train when
stopping at stations, the power thus accumulated could be taken off to aid the
locomotive in descending gradients. This in itself would dispense with one of
the greatest expenses in railway management, namely, that of employing a
costly power to give motion to the train, and a still more expensive power in
the shape of brakes to destroy that motion. The elasticity given to the
buffing and coupling apparatus of railway carriages and locomotive engines
by the application of this Invention would remove the most fertile sources of
accident, and afford the most perfect communication along the whole length of
the train to both guard and passeng. rs. The other alterations suggested in
our present system of railway management appear to be correct in principle,
although no doubt defective in detail, being in short brought forward more as
suggesting what ought to be accomplished than detailing the manner in which
it is to be accomplished. Although the benefits of elasticity are well under-
stood, it is a principle which may be said to be altogether neglected in
practice, and this is very extraordinary, as there is not an engineer or
mechanic but perfectly understands that elasticity is indispensable to the
duration and safety of every moving body, whether animate or inanimate.
Fifthly. Application to road carriages.-This offers, perhaps, oneof the most
extensive fields in which the Invention can be employed, especially in a
country where the conveyance of produce to the sea coast is so uncertain
that crops frequently lie an entire season after harvest before they can be
removed. It would also be most useful in performing the ordinary work
of a farm, such as carting produce, manure, digging, weeding, and where
water power is available for winding up the springs, these operations could
be performed at a very trifling cost.
Sixthly. Ship and fort armour.-This subject is, perhaps, the most difficult
and complex that has come under consideration, from the fact that iron and
steel as a protection to ships is very defective, but the training of the guns
by means of the elastic cylinder, the self-acting port holes, discharging the
guns by electricity and the construction of ball-proof walls by beams placed in

page_text: a longitudinal direction to the line of the shot, are believed each to possess
advantages which probably may be realized in practice.
Seventhly. Breakwater floating harbour and pier heads.-For the extension
of pier heads and the formation of floating pjers, the Invention will doubtless
prove invaluable, and also for the formation of floating breakwaters to shelter
or enclose the mouths of harbours. When experience has established the
advantages of an elastic anchorage in a heavy seaway probably floating
harbours and piers combined, similar to those illustrated in Drawing 4,
may be constructed and applied with safety.
In mechanicsit is a well known lawthat an accumulated force,namely, 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 bodystruck (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 ships' cables
has been long appreciated, and has hitherto been sought for in some elastic
material for their manufacture. The present Invention is intended to secure
this elastic action by connecting the cables to an elastic bearing attached
to the vessel. This would enable ships while at anchor to ride out the
most severe cyclones, storms, and gales, without damage to the ship itself,
without drag to the anchors, and without strain to the cables.
Toillustrate theadvantage of this Invention when applied to ships' cables, it
becomes necessary to compare it with what has already been done in order to
secure elasticity. The coir cable is the most effectual mode hitherto adopted,
and although this possessesgreat advantages, and has been the means of saving
many vessels, still in some respects it is practically ineffectual, inasmuch, as its
elastic tendencydoes not act with sufficient rapidityto intermitwith each wave,
and in extremelystrong and continuousgales the vessel at last labors as heavily
as under a cable of chain or of hemp,in consequence of the elasticity of the coir
fibre being destroyed by the strain. The chain cable is also supposed to give
a certain amount of elasticity by its describing a catenary curve in moderate
weather, but in heavy weather the cable becomes strained to nearly a straight
line permitting the vessel to retire. Even where the curve exists, however, it
affords no elastic yielding to the momentum of the waves, as a wave striking
the ship with a force sufficient to knock her to pieces, would not cause the
cable to rise instantly through the superincumbent weight of water. That
which is required is an elastic agent that shall act and react, advance and

page_text: recede with each succeeding wave. Although in an ordinary gale the curve
has some advantage, yet in a heavy storm the chain assuming nearlya straight
line, its action in stress of weather becomes lost at the very moment when the
preservation of the ship requires that it should be most active. Apart from
these considerations all cables, as they are now fixed to the vessel, possess the
serious disadvantage of dragging the bows of the ship downwards with a force
proportionate to the combined force of the wind and waves upon the ship
herself; that is, the cable drags the vessel to the bottom of the sea (to a plane
with the anchor or point of attachment) with a force proportionate to that
with which the storm drives her in a horizontal direction. This downward
drag of the cable has also the effect of forcing the bows of the vessel to plunge
deeply, thus placing here in the worst position to weather the storm, causing
her to ship seas and receive the full force of each wave which otherwise she
would have ridden over. The present Invention will overcome the above
defects. The elasticity of the bearing being effectual, while its action is
instantaneous, and in a plane with the force to be resisted, the ship as it meets
the seas is enabled to ride over them and to recede at the same time (regaining
her position in the interval of each wave), while the action of the springs will
prevent her head from being dragged down, and will maintain her bows in a
direct line to the storm, however rapidly the direction of the winds and seas
may change. With these observations, and in order to describe the principle
and application of the Invention, I will proceed to detail two methods of
construction and use, premising that the Invention is susceptible of modifica-
tions in the construction and application.
The method of construction and application to ships' cables here selected
for description is by means of a cylinder or drum revolving on a fixed axle
and containing a number of coiled springs in the interior. These springs
(secured at one end to the axle and at the other to the cylinder) are formed
like the spring of a clock, and act against the cable stoppers (of chains, ropes,
belts of wire, or other material), which are wound round the cylinder.
Therefore as the cables, are dragged forwards over the bow by the force of
the sea and wind, causing the ship to recede, the cylinder revolves and
winds up the springs on the fixed axle; as the force of the wave passes
the springs re-act or unwind themselves, and rewind the cable stoppers on
the cylinder, thus producing a perfectly elastic bearing of great simplicity
and enormous strength.
Fig. 1 in Sheet 1 of the Drawings represents sectionsandviewsofacylinder
six feet in length, and four feet in diameter, inside measure, which is calcu-
lated to exert a force, when the springs are fully wound up, of about

page_text: 750 hundredweight if the cable stoppers are used on the circumference of
the cylinder, as in Figs. 2 and 4; or of one thousand five hundred hundred-
weight if applied in grooves or on a reduced diameter of a cylinder, as in
Figs. 1 and 3. It will be observed that any amount of elasticity, of strength,
and of power, can easily be secured by increasing the diameter and length
of the cylinder and reducing the diameter of the grooves in which the cable
stoppers work. Instead, however, of greatly increasing the length of the
cylinder it will be found more convenient to secure the coiled springs
in a fixed box or framework with a revolving axle having the cable stoppers
to work in a flanged wheel or wheels fixed on the axle at the ends, centre,
or otherwise, as may be convenient, introducing, when necessary, thin
diaphragms between each spring, and giving to the axle, in combination
with these, or separately, as many bearings as may be necessary, one
especially being introduced on each side of the flanged wheel or wheels.
Drawing will explain the general construction of the cylinder. Figs. 1
and 3, in longitudinal section and external view, showing the grooves in
the ends for the application of the securing chains or cable stoppers when
great strength is required.
In Fig. 1 A are the chain bolts; B, lubricating holes; C, bolts for
securing castings and ends of the body of the cylinder; D, the framework;
E, twelve coiled springs; F, longitudinal bars for securing the springs;
G, rivets for fixing the bars to the body of the cylinder; H, the axle fixed in
the framework; I, rounded portion of the axle on which thecylinderrevolves.
Fig. 2 shows a longitudinal section of the cylinder when the chain or
wire rope stoppers are used on the circumference. A, lubricating holes ;
B, bolts for securing castings of the ends; C, longitudinal bars for securing
the springs; D, rivets for fixing the bars to cylinder; E, twelve coiled
springs; F, framework; G, end of axle as fixed in framework; H, rounded
portion of axle on which the cylinder revolves.
Fig. 3 is a view of the cylinder with chains or cable stoppers as applied
in grooves at the ends. A, hook and grip for securing the stoppers to the
cable; B, back view of the same.
Fig. 4 is a view of the cylinder with chain cable stoppers as used on the
circumference.
Fig. 5 is the end view of the cylinder as fixed in its position on the
framework.
Fig. 6 is a cross section of the cylinder. A, the axle; B, the spring;
C, the longitudinal bar, showing the fixing of the outer end of the spring;
D,three remaining longitudinal bars to which the springs arefixed alternately,

page_text: in order to secure an equal bearing on the axle and circumference of the
cylinder; E, screws tops for securing the springs in their proper position.
Fig. 7 is the end view of the cylinder showing the manner in which it is
cast in four pieces and secured by bolts.
Fig. 8. is a sketch of the fore part of a ship, showing the position of
the cylinder A, placed on the bitts abaft the windlass. B, the dotted line C
indicating the direction of the cable stoppers when at work; D, flange and
bracket with projecting sockets so as to admit of the rollers being removed
from the hawse holes at pleasure.
Fig. 9 three revolving rollers to form the hawse holes when the chains
are. used on the circumference of the cylinder.
Fig. 10 two revolving rollers to form hawse holes when the chains are
used in grooves at the end of the cylinder. A, outside planking of ship;
B, door for closing the hawse holes when the rollers are removed while the
ship is at sea.
Fig. 4 at A shows an elongated axle revolving in its bearings, and termi-
nating in a pinion at each end, working in the wheel B, which forms a
part of the ratchet and handspike wheel at C. By this modification the work
of the windlass or capstan could be performed by the cylinder, while an addi-
tional advantage would be obtained by this arrangement, as the handspike
wheel would enable the bearings of the springs to be regulated to any desired
strength by winding them up more or less against the cable stoppers according
as the storm increased. To the above it is only necessary to add that the
reduced section of the forepart of a ship at Fig. 8 shows the cylinder
secured abaft the bitts or windlass, but it may be placed in any other couve-
nient position, it being borne in mind that the further aft the elastic bearing
is placed the more will the bows of the ship rise in weathering a storm. The
above method of construction and application gives the advantage of an air-
tight and almost imperishable machine, of great simplicity and cheapness,
occupying but little space, and combining enormous strength with perfect
elasticity. In all cases the cylinder should be so formed as to be air-tight
when fitted, in order to protect the springs from the action of air and water.
When not in use for the cable, the cylinder being wound up by handspikes or
otherwise, and fitted to suitable machinery, would be available as a motive
power for working the pumps, hoisting cargoes, &c.
Drawing No. 2, 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,

page_text: rigs. 1 and 2 are a plan and section of a gangway possessing elastic
motion in every direction; so as to enable ships to be moored and attached to
it, and thus be enabled to ship or unship their cargoes in safety in open road-
steads or elsewhere.
A, portion of pier head; B, head of the gangway; C, the pivot giving hori-
zontal motion; D, trap doors to open when the pivot or rail fastenings are
removed or secured; E, cylinders giving advancing or receding elastic motion;
F, the attached platform; G, the sliding platform; H, wire bands or belts con-
necting the cylinders with the cross bar of sliding platform G, between the
two rollers I; J, friction rollers attached to cross beam at the head of the
sliding platform; K, friction rollers fixed to the head of attached platform F;
L, friction rollers; M, the guide for the sliding rails; N, iron plate,
with spring 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 gang-
way to the vessel; S, cushion for resting the gangway on the ship to prevent
chafing; T, portions of cylinders fixed on the pier for mooring the vessel;
U, rack rails extending from the platform to the crane A in Fig. 6;
V, friction rollers for the ratchet rails. Fig. 3 section of the gang.
way 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; I, guide for the sliding rails with
friction rollers; J, rollers for cylinder bands. Fig. 4 top view of the front
beam of sliding platform. A, holes for cylinder bands secured as at section B;
D, friction rollers; C, sockets for receiving the beams of sliding platform.
Fig. 5 is a floating cylinder or buoy for mooring ships. A, groove of the
flanged wheel; B, flange of same; C, hook for securing the cable stopper
when not in use. Fig. 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 ratchet rail U, Fig. 1. In this way it is anticipated the Inven-
tion will be ofgreat utility, as at present it is impossible for a ship to approach
a pier except in still water, because the least heaving throws the ship against
the pier, thus causing serious damage to one or the other. 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

page_text: any required length and breadth; the one here represented is seventy feet in
length by six wide within the rails, giving an advancing and receding elastic
motion of 15 feet in each 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, seventy feet
being the point at which the equilibrium is maintained by the action of the
springs in the cylinder E, Fig. 1, communicated to the top beam of the sliding
platform formed by means ofa wireband attached to the cylinder and beam, and
passing over the rollers I. The gangway is so constructed 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, Fig. 6) the cog wheels on these winches working into the
rack rails at U, Fig. 1, and thus carrying the gangway forwards and back-
wards, 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 main top
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, Fig. 1, the guide
chain or wire rope support from the winch may be eased when the stage is
ready to be landed on a ship's gangway. This done the stage is secured to
the ship by means of the rings at R and is ready for use.
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 anoperationofconsiderable
difficulty and hazard arising from their movements being less under com-
mand; it is therefore necessary that the difficulty should be overcome, as no
vessel could be expected to approach the moorings so long as there 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
Fig. V., the springs being secured to a framework in the interior of the buoy
on the same principle as illustrated in the Drawings, No. 1, at F, but 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 boy. The axle on each side of the wheel passes into 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

page_text: third and most powerful cylinder should be anchored at a distance ofaboutone
hundred fathoms at a right angle with the pier head,or in a direct line seaward
from the pier, as in the reduced sketch at Fig. 7. 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 buoy,should receive, as convenient,hawsers attached to the
mooring tackle of each, securing to her own windlass, and leaving upthetackle
of the buoy best calculated 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 shewn at T, in Fig. 1,) and by
these she should be brought exactly in position for the reception of the elastic
gangway. 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 anyexterior 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 A.
Fig. 7, heaved up on the windlass, bringing the vessel out to sea; thus
the bows of the vessel would be brought forwards towards B, and when she
had reached so far, the moorings of the buoys C and D could be let go and the
ship further brought up to E, where she could either ride out the gale, or let
'go and make to sea. These remarks refer especially to the Madras roads and
to the Madras pier in the North East monsoon. When applied to other parts,
the moorings would require to be modified according to circumstances, the
bows of the ship when moored always lying as close to the wind as possible.
The above description gives full details of the construction, which it is
unnecessary to recapitulate here. The pier piles Fig. 6 are intended to be
built of wood with a cast-iron screw head and socket for the reception of the
base of the pile. Hitherto the application of the Invention has been principally
described by a cylinder or drum, with springs in the interior revolving on a
fixed axle; but for many purposes the Invention may be more conveniently
and effectually applied by means of a revolving axle in a fixed cylinder or
framework to which the springs could be secured. When desirable, the action
of the springs could be communicated to the elastic bearing, or could be
applied as a motive power by pinion or other wheels constructed to be thrown
in or out of gear by a coupling box or other appliance. Likewise the cylinde

page_text: revolving upon a fixed axle could be made to register the exact force of the
wind and sea upon the ship, and with each elastic bearing applied to "light
ships" this appendage night invariably be attached in order to ascertain the
maximum force of storms upon ships of a given size, and thus furnish data
which may lead to the great and safe reduction in the weight of ships anchors
and cables.
Application to railways. -The carriage of goods by railway is at present much
more expensive than by water; yet naturally this should not be the case,
as air presents less resistance to the movement of heavy bodies than water,
and with large wheels, and properly constructed axle bearings, the friction on
a smooth iron rail could be overcome by a much less force than that required
for the displacement and friction of water by a load of a given weight, espe-"
cially when travelling at a rate of over two miles an hour. Apparently to such
an extent could this be effected (especially when considered in combination
with the high rate of speed and with the greater convenience which land
carriage affords) as to outweigh the great advantage possessed by water as
a medium of transport in not being susceptible of the wear and tear
attending traffic on iron or other roads.
As a general rule land carriage is most convenient. The prosperity and
wealth of every country depend in a great degree on its cheapness and
efficiency. It, therefore, becomes a matter of grave consideration to devise the
means of rendering it cheap and abundant. To form an idea of how this can
be best accomplished, it becomes necessary to enquire why land carriage is at
present so expensive, notwithstanding the immerse amount of talent and
ingenuity brought to bear on the subject. The reasons seem to be,-
First, the original cost of the locomotive engines; 2ndly, their rapid
deterioration with the consequent expense of maintaining them in repair;
3rdly, the damage done to the permanent way by the concentrated weight of
the engines, and by the power being exerted in pulsations, thus causing the
driving wheel to slip to a certain degree under each drag of the piston, so
wearing out the rails and the wheel; 4thly, the injury to the axle boxes caused
by the sinuousmotion communicated to the train from the action ofthe pistous
throwing the wheel flanges against the rail; 5thly, the original great cost of
constructing the permanent way, arising from the low gradients necessary for
the present means of locomotion; 6thly,the waste of motive power occasioned
by the application of breaks; 7thly, the injury caused by the action of the
brakes to the rails necessitating their frequent renewal near stations; 8thly,
the unequal wearing of the wheels caused by their slipping along the rails when
the breaks are applied; 9thly, the injurious amount of friction caused by the

page_text: small diameter of the wheels; 10thly, the defective construction of the axle
boxes for high speeds; 11thly, the inefficiency of the buffing apparatus
proving a fertile source of accidents and damage to the engine and carriages;
12thly,insufficient elasticity in the present modes of coupling, rendering these
liable to break under a sudden jerk, and imposing on the engine at once in
starting the strain of overcoming the inertia of the whole train; 13thly,
danger from fire.
These being the objections to the present mode of railway traffic, the first
step to economy is to dispense with the services of the stupendous locomotive
and substitute in its stead a lighter, more effectual, more durable and less
expensive machine, the progress of which is to be maintained by a uniform
roll instead of by the pulsations of the present piston. At first sight it
may appear impossible to effect this, and that no machine could give the
tractive force as the locomotive in its present high state of perfection,
exhibiting as it does one of the greatest triumphs of inventive genius and
mechanical art; but when we reflect on the fact that springs will take up
and retain for any length of time the force cominunicated to them in winding
up, it will be readily perceived that in this way a light, durable, cheap, and
even more powerful locomotive machine than the present engine can be con-
structed. By "more powerful" is meant that a stationary engine can be
made of greater strength than a locomotive; that a series of springs being
wound up by a stationary engine will take up the whole force given by it, and
as there is no limit to the number of springs which could be used, there is
likewise no limit to the power which can be produced by springs. Thus,
supposing the springs to be contained in the cylinder revolving on a fixed axle,
it will easily be perceived that a portion of the cylinder and a given number
of springs could be wound up in lengths, each length being prevented from
unwinding by a powerful ratchet, and of sufficient strength to take the whole
force of the engine. For instance, supposing six lengths to be wound up
separately, six times the power of the engine could be obtained by the com-
bined action of the six lengths of the cylinder andwould continue to be exerted
during a period equal to that in which the engine was occupied in winding up
one length. Supposing the stationary engine equal to raising five hundred
tons a thousand feet during the time one length of the cylinder was being
wound up, the combined action of the six lengths of cylinder would raise three
thousand tons a thousand feet less, an almost unappreciable amount lost by
friction. On this principle a locomotive machine of any required strength can
be produced of great simplicity and durability, and at a tenth of the
original cost and weight of the present locomotive of like power.

page_text: It has been supposed that the heavy locomotive is necessary to give "grip"
to the driving wheel; but this seems erroneous, except when ascending steep
gradients, and even if correct, this object could be better attained by loading
the motive carriage with goods and increasing the diameter of the driving
wheels.
When we consider that the above objections to the present mode of railway
traffic have induced numerous attempts to dispense with the locomotive and
to substitute stationary engines, which should draw the train by atmospheric
pressure or by heavy ropes, both causing enormous friction, the utility of de-
riving a direct force stored up by springs will be at onceapparent, the advantages
of such a force are increased by the fact that this power can be accumulated.
without increasing the weight of the machine, that it can be retained for any
length of time, and that it can be taken off in any manner required; in addi-
tion to these advantages when the train stops at stations, the whole force of
its momentum can be resumed in the springs by a simple gearing being
brought into play to remove the momentum by winding them up. In like
manner the same gearing could 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 fall of one foot in forty or fifty feet, as by regulating the speed of a
train in descending a given gradient, the gearing would so far wind up the
springs as to accumulate so much power as would enable it to descend a like
gradient. Hence railroads inan undulating country could beconstructed almost
as cheaply as a common road, and be as efficient as our expensive lines.
Moreover the use of stationary engines for winding up the springs would
only be required in exceptional places; for although steam is a wonderful
power, and has produced a new era in our commercial history, yet at some.
future day it will be looked upon as insignificant when compared with the
stupendous powers which nature has placed at our disposal free of cost, and
inviting appropriation. For example, the sun daily raises from the ocean suf-
ficient power to drive all the machinery in the world for and although
this power
is originally generated in atoms so infinitely small that it cannot
be appropriated, yet by condensation on our mountains and plains it is formed
into rivers, which in their return to the ocean, especially from high lands,
could be converted into the means of propelling any amount of machinery.
It is true these rivers are not always convenient to the places where the
power is to be applied'; but when this power can be stored in springs it may
years,

page_text: be transported like any other commodity to the spot where it is in demand.
Take the Madras line for example, and the Cauvery river would supply
more power than is required for the working of this line of railway, and this
power could be communicated to the springs by a water wheel or wheels to
one small pinion on the axle. Even where it is necessary to wind up the
springs by a stationary engine, and the expensive power generated by steam,
still a great saving would be effected by this system. It is possible, however,
that a means may be devised for generating steam at a comparatively small
expense, as it is the fuel which forms the expensive item, and this indeed in
burning does no more than give off the heat of the sun, which it has taken
up and stored during active vegetation. Thus fuel has a medium of storing
and giving off the heat of the sun, might be, at least to a certain degree,
dispensed with, and the sun's heat, which we have here in the greatest
abundance, made the direct means of generating steam with but little con-
sumption of material. On an average we have 280 bright days in the year;
when the unconcentrated heat of the sun between 9 a.m. and 4 p.m. varies
from 120° to 160° Fahrenheit. This heat concentrated by powerful lenses
revolving by clockwork so as to be constantly in focus, and thrown into
concave circles or spheres in the boiler, would no doubt generate steam,
the same boilers being constructed with furnaces for the consumption of
fuel in cloudy weather, or during the night.
Drawing No. 3 illustrates the application of the Invention to railways,
and will give an idea of the principle by which it is hoped the desired
result of reducing the cost of land carriage may be produced.
Figs. 1 and 2 are a side view and horizontal projection of a motive car-
riage intended for the Indian guage.
In order to shew that no inconvenience, either in point of comfort or
appearance can arise from the use of large wheels, these are shown sixteen
feet in diameter, and the body of the carriage 8 feet high by 12 feet wide, and
44 feet in length, Figs. 1 & 2 being a motive engine, propelled by springs con-
tained in a cylinder, twelve feet in diameter, revolving on a fixed axle, A being
the portion of cylinder cut through at B, and communicating motion to the
two driving wheels C, by means of the cog wheels C, D, and E, C; the main
motive wheels on the circumference of the cylinder 13 feet in diameter, and
working into the pinion E, one foot in diameter fixed on the axle of and
carrying the wheel D round with it, which again works into the small
pinion F; also one foot in diameter on the axle of the driving wheel, with
axle sockets working in a curved guide so as to maintain an equal elastic
bearing on the pinion wheels during the play of the axle springs; H, frame-

page_text: work of carriage; I, ratchet, preventing the cylinder from unwinding; B,
pinion wheel, 14 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
when stopping at stations or descending gradients, &c. This wheel also com-
municating a reversing 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 forwards and hooked on to the rest N above the wheel K. The rest
being placed so close above the wheel K, that in coming into gear by means
of the screw, illustrated at Fig. 9, it removes the lever and throws off the
break. The self-action prevents the break being brought up while this wheel
is in action, which arrangement is made to prevent carelessness in the driver
causing injury to the machinery. O, centre bearing for axle of driving
wheel; P, spring for throwing the break off the wheel B; Q, fly wheels;
R, beam for securing the springs when used as at Fig. 3. This cylinder is
calculated to make 1,000 revolutions, and in the act of unwinding to carry a
train of 150 tons over 540 miles. If the axle bearings are provided with
antifriction wheels, as illustrated at Figs. 13 and 14, the cylinder could convey
more than three times this weight the above distance.
Fig. 3 is a horizontal projection of a silent motive machine, with the springs
acting on a revolving axle, carrying round with it the wheels A and B, cach 14
feet in diameter, the motive power being communicated by a chain D passing
over these wheels, and round the small wheels C on the axle of the driving
wheels. These wheels A and Care 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 a more con-
venient arrangement, and one which would as effectually compensate for the
reduced power of the springs as they unwind (and give the driver at same
time the great advantage of being able to place such extra power on the
driving wheels as would overcome any accidental difficulty) could be procured
by the axle boxes and spokes of the wheels A and C being formed in one
piece, and the periphery made in eight or anyconvenient number of segments.
each segment to have at least two hollow sockets projecting from its inner
circumference for the reception of the spokes, these sockets being furnished
with perforations for one or two spring catches to pass through on the principle
of the ratchet, and fit into corresponding depressions in the spokes. By these
means the circumference of the wheels could be enlarged or contracted at

page_text: pleasure by moving in succession the segments as they turned from under the
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 propor-
tion. It will be understood that the expansion and 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 propor-
tion. The other parts of this Figure being the same, and lettered as in
Figures and 2, herein-before described.
Two descriptions of gearing chain are illustrated at T, and can of course be
applied on a revolving cylinder, but its action here is by a revolving axle
with the outer ends of the springs firmly secured to the beam R. This
principle is intended to take heavy trains up steep ascents, an additional
gearing may,therefore, be necessary on some lines towind up the springs by a
slow motion in descending steep gradients, as the wheel K is intended to
wind the springs up rapidly, and thus stop the train in a short distance. This
machine is calculated to carry a train of upwards of 250 tons over 230 miles.
Two cylinders of a like size to the one above described could be fixed in the
same carriage, and the one being brought into action as the other becomes
unwound, would of course carry the train 460 miles, while on an emergency re-
quiring great power both cylinders could be brought into action at same time.
To deal with a power such as that communicated by springs requires
peculiar treatment, inasmuch 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 atmosphere overcomes the
additional power; this, as a rule, would be a speed far too rapid to be con-
venient. In the construction of horological machines ingenious contrivances
have been adopted to overcome this difficulty, such as escapementwheels, &c.;
but these contrivances could not be applied in the present instance because-a
uniform speed is not desirable. In fact the machine should be so constructed
as to travel at the rate of 100 miles an hour, if required, or as much under
this speed as may be desirable. 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 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

page_text: except the pinions 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 thus must take
place the moment the action of the spring is stopped, it is plain that without
this description of gearing these wheels would necessarily be knocked to
pieces by the momentum of the driving and fly wheels.
Hitherto to procure such gearing has appeared an insurmountable difficulty.
Still this can be simply and effectually accomplished by means of the axle of
the driving wheel forming a male screw, ending in a shoulder or square pro-
jection on the axle, while the socket of the pinion forms a female screw, as
illustrated and described at Fig. 9. By this arrangement, so long as the pres-
sure is in one direction, the pinion wheels 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 axle 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, 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.
The difficulty being thus effectually overcome, springs offer a power far more
completely under our control than any other in existance, inasmuch as the
force which they have already given off in momentuin can, in stopping, be
reaccumulated in the springs. Also the force of gravity in descending a
gradient can in like manner be stored up in the springs instead of being
destroyed as at present by breaks. This property offers advantages which,
when once fairly understood and properly applied, is in itself capable of
reducing railway traffic to at least one-fourth of its present cost. Not only will
it effect a vast saving in the wear and tear of wheels and rails when stopping,
but it will enable lines of low gradients to be dispensed with, as in fact they
would offer no advantages, for by these means the power exhausted in over-
coming an ascent would be reaccumulated in the descent. Moreover the use
of springs as a motive power will cause the driving wheels to progress by a
steady roll, thereby overcoming the inconvenience and wear caused by the
strokes of the piston. Fig. 4 illustrates a passenger carriage eight feet high,
twelve wide, and 44 in length. 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 gnard and passengers; C the
cover for that portion of the wheels projecting above the carriage; D the
break lever shown as applied to the wheel made fast to the spring E, and
secured to the catch G, when the break is not use; F, couplings, giving an

page_text: elastic play of twelve feet between each carriage. Fig.5 is a ground plan ofthe
framework, shewing the construction of the buffing and coupling apparatus.
A cylinder or box enclosing a series of coiled springs placed under the end
seat also in the upper ends of the carriage, and acting on a revolving axle on
which is secured three flanged wheels B for the reception of the wire bands
for the buffing and coupling apparatus. The bands of the couplings being
fastened from the opposite side of the cylinder to that from which the buffers
are secured, in order to 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, the square guide tubes for end of the
buffer rods to work in. These rods being furnished at the ends with four
friction rollers to fit the tube, the buffers and couplings here represented
have each a play of six feet, so that the couplings will permit the carriages
to separate to the extent of 12 feet, while the buffers in case of concussion
will give an elastic play through the same space.
Fig. 6 is an elevation of the framework of a carriage. A, buffing and
coupling springs; B, the break not in use and secured to the lever rest C;
when applied it is brought forward and hooked on to the spring D. Fig. 7
is a ground plan of a passenger carriage, showing the interior arrangement
of seats, and affords accommodation for 104 passengers. The wheels and
axles being enclosed within the spaces A in the thin iron orwood casing; B,the
flooring of the carriage; C, the seats. Fig. 8 is a 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, covers for that portion of the wheel
projecting above the carriage; F, the rails. Fig. 9 is a plan of self-acting
gearing or connecting and disconnecting apparatus of the wheels C,E,and K.
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. Fig. 10 shows the connection
of the buffing rod to the springs enclosed in a cylinder case or framework,
A being the flanged wheel for the reception of the wire belt; C, the belt
guide roller; D, four friction rollers on the end of the buffer rod and con-
structed to fit the square guide tube E. The wire belt is fixed to the head
of the buffer rod by passing through it in a curved opening, and brought up

page_text: again to the top, where it is secured by means of a plate and screws as at F.
This mode is adopted in order to prevent any jerk to the wire belt, or in
other words to conduct the force of the blows on the buffer head in a direct
line to the springs. Fig. 11 is a view of the front part of a locomotive
engine, showing the application to it of this arrangement of buffers, A, being
the ends of two cylinders or series 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 wire bands. The buffer rods pass
between these flanged wheels into a square guide tube fixed to the outer frame-
work of the engine, this tube terminates in front in projecting flanges to
take the bearings of the axis of the cylinders or series of springs at B. It
will be observed that these systems of springs would afford enormous strength
with sufficient play for the buffer rod, say from 12 to 25 feet, according to the
size of the engine, whilst the last carriage or waggon in each train being fur-
nished with a similar set of buffers, and each carriage in the train having
proportionate elastic buffers and couplings would give a train on accidental
collision an elastic playof twelve feet between each carriage, and from 24 to 50
feet between the engine and first carriage; this would be sufficient to remove
without injurythe ordinarymomentum of the train. The above, together with
couplings givingsimilarelastic action, would effectually remove the danger, loss
of life, and destruction of material unfortunately of too frequent occurrence
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 re-action would cause inconvenience by throw 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.
Fig. 12 is a view of a wheel with an elastic tire for traction engines and
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 intendedtoremovethegreatinconvenienceexperienced
from the fact of the wheels as now constructed, continually presenting to the
roadwhat maybe said to be the point of thewedge, which must necessarilysink
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 overcome and crush down the
bank of earth raised before the wheels. Thisoughtnotto be the case; as the tire

page_text: of the wheel instead of crushing into the road, ought to be so elastic as to form
a plane sufficient to support the weight of the load, thus removing the friction,
and at the same time facilitating the onward progress by the wheel constantly
springing up behind in a similar manner to the action of the foot in walking.
This system of elasticity in the tire could also be applied to antifriction wheels
and thus procure for the axle a greater bearing or support than is at present
attainable by the rigid form of wheel. In this way not only the axles of rail-
way and other carriages, but the shafts of marine engines, &c. might be fur-
nished with double antifriction wheels, so that the working power of these
machines could be nearly doubled. In the above Figure, A is the axle box;
B, the ring for securing the steel springs to the spokes; C; the steel springs;
D, a view of the same with a portion of the spoke; E, shows a section of the
double firm ring enclosing the springs on each side, and situated at a distance
of one, two, or three inches, within the elastic tire in proportion to the length of
the plane it is desirable to allow for a bearingsurface. The dotted lines at E will
give an idea of these spokes, terminating in two firm rings on each side; but
their introduction is only necessary where the wheels are to support great
weight; for it will be observed that when they are present it will be impossible
for the tire to break under any strain, as immediately it is compressed to a
sufficient degree these rings take the bearing. Wheels thus constructed would
be very durable, as the spring spokes would remove the blows which so soon
destroy wheels as now constructed. The elastic wheel could be applied with
immense advantage to every description of road carriage, and probably to
railway carriages also.
Fig. 13 is a view of a carriage axle box, fitted with antifriction wheel
bearings. These bearings, or some other similar contrivance, is indispensable in
order to reduce the friction in the axle boxes of railwaycarriages; becauseuntil
this is accomplished railways cannot be worked with that profit and speed
which ought to attend railway traffic. The antifriction wheel C is here repre-
sented three feet in diameter and revolving upon its axle, consequently when
fitted to the axles of wheels such as illustrated in Fig. 6, it will only make 12
revolutions per minute, when the train is travelling at the rateof sixty milesper
hour. Hence this appliance would reducethefrictiontoanalmostimperceptible
amount, so much so indeed that it is calculated by this mode of axle bearing
combined with large wheels, that a man could move without much fatigue
a load of 25 to 30 tons along a level rail at a rate of from 3 to 4 miles per hour.
In very heavy waggons this system of fitting might render the axle liable to
be more or less compressed at the point of contact with the antifriction wheel,

page_text: and thus cause considerable wear; should this practically be found to be
the case; the'antifriction wheel must be constructed with an elastic tire
which would effectually obviate this wear on the axle.
Fig. 14 is a section of the axle bearings and antifriction wheel expanding
towards the circumference, and reduced at the centre or where it revolves on its
axle, so as to reduce the friction practically to nothing, and at the same time add
to the strength and durability of the axle bearings; Crepresents the antifriction
wheel; B, the axle; D, portion of the driving wheel; E, the springs taking the
bearing of the antifriction wheels, and consequently the weight of the car-
riage; F being the 'axle box of the antifriction wheel and sliding in a groove
similar to that in which the axle boxes of railway carriages' work at present.
The foregoing remarks are specially applicable to reducing the cost and
increasing the safety and rapidity of transport of goods and passengers' by
railways. It will be observed, however, that with slight modifications in
application the system above mentioned' can be "applied to traffic on our
common roads, thus dispensing in a great degree with the use of horses and
bullocks, and the expense of maintaining them, which, near towns, becomes
at very serious consideration. The Invention, therefore, will now be briefly
noticed' in 'its application as a traction machine for drawing or propelling
vessels of every description
Application as a traction machine. If the reduction of weight in a rail-
way 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 in 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. For to effect this perfectly it is not only necessary to lighten the
weight of the traction machine, but it is quite indispensable that the wheel of
the carriage, instead of presenting an unyielding surface, which must néces-
sarily sink into the road, should itself yield at the point of contact and thus
form a plane sufficient to take the bearing without depressing the ground.
It is anticipated that this difficulty will be overcome 'by constructing the
travelling wheels of the traction engines and carriages as described and
illustrated at Fig. 12. The propelling machinery of these traction engines
being applied I on the same principle as described for railways, merely dispensing
with the fly wheels for work on common roads. For traffic on ghauts, how-
ever, the fly wheels should be retained, as then they might be employed with
advantage. A more powerful machine would of course be wound up by
stationary engines or water power where available. As a local example,

page_text: where water could in this way be turned to great advantage, I may mention
that the river passing under the Coonoor bridge could easily and cheaply be
converted into the means of storing in springs sufficient power to perform the
entire traffic of the Coonoor Ghaut. The less powerful cylinders should be
so constructed as to wind up by a horizontal wheel or by levers and hand-
spikes, as illustrated at Fig. 4, Drawing No. 1. By this arrangement the
carriage could be maintained in motion during the whole of the time the
springs were being wound up. Traction engines thus constructed are well
calculated to convey cheaply, and with despatch, the whole of the heavy
traffic along our roads, as also to perform the work of our populous cities.
Application of the Invention to carriages and vehicles of every description.
-Havingconsidered the Invention as atractive or propelling power on common
roads for trains of carriages, it now remains to be noticed in its application to
any ordinary carriage or vehicle now in use, and making it in this way available
for all classes. The office clerk who in the neighbourhood of large cities is
able to afford the expense of maintaining a horse or bullocks, will thus
have placed within his reach the means of comfortable transport to and from
his work. To dispense in this way with horses and bullocks as a means of
transport of goods and passengers in our common highways, will offer the
special advantages of promptitude and regularity; no disappointments would
arise from delay caused by disease among cattle, such as have recently in
many districts rendered impossible the removal of produce to the sea coast.
Moreover all work performed by machinery adds to the wealth of the country,
because the machinery in performing its work consumes no produce, as is the
case when the work is performed by cattle; thus the land required to
produce food for these cattle could be used for the growth of crops for export,
the value received for such adds to the wealth of the country, which of course
depends on the value of its exports, because all that is home produced and
home consumed, although it may add to the comfort, cannot add to the
material wealth of any country. In this way work performed by machinery
adds to the wealth of a nation exactly in like manner as produce; and we
see an instance of this here, which has become wealthy from the produce
of its machinery (manufactures). Every cart and vehicle being propelled by
spring power, stored by water, steam, or by manual labour, would dispense
with millions of cattle, and the consequent consumption of food in main-
taining them. The springs for propelling these ordinary vehicles would be
applied on the principle described and illustrated at Fig. 4, Drawing No. 1,
with similar gearing to that described at Fig. 3, in Drawing No. 3. The
system of springs should be fixed by flanges on the axle of the vehicles, and

page_text: placed so as to be under the seat of the carriage and under the platform of carts
and other vehiches. Each vehicle being furnished with at least three wheels,
one being used as a guide wheel and the other two (or four in some instances)
for propelling the vehicle; these propelling wheels being furnished with a
pinion or chain fitted on the inside of the axle box, and driven by wheels
fixed on the ends of the axle of the spring cylinder.
Spring power for propelling boat paddles and screws could be used with
very great advantage as two men applying their force to wind up a cylinder
would propel a boat with greater speed than probably twelve men with oars,
especially if the paddles were constructed to work immediately behind the
stern of the boat or ship, so that the blades would strike against the current of
water which continually flows towards the stern of the ship as she progresses
through the water; thus the blades, instead of striking upon water rapidly
flowing from under them, would have the advantage of striking upon water
flowing against them, and be able to communicate much greater propelling
power. 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 20 or 24 hours at
the rate of from 20 to 30 knots per hour, and so enable them to overtake any
vessel they may sight, or to evade a too powerful enemy. A few such ships
would be able to sweep the seas; 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 upon rapid motion through this medium. It may here be men-
tioned that every vessel should be furnished with a buffer keel and cut-water
extending to near the figurehead, and communicating with the elastic bearings
by means of buffer rods, as illustrated in Drawing No. 3, so as to protect and
throw a ship off (by the reaction of springs) when she happened to run
upon a sandbank, sunken rocks, or icebergs.
Application of the Invention as a stationary power. From what has
preceded, it will be apparent that the Invention can be applied to drive all
descriptions of machinery, especially such as is required to perform detailed
and tedious operations not requiring very great force; for example, spinning
and weaving, moving punkahıs, making bread, sewing, churning, winnowing,
grinding, and washing. In working this machinery, the springs would of
course only give back the force they received in winding up; still the
advantages would be great, as this force could be extended over a length of
time, and be made to perform the most tedious labor with far greater effect
than if performed by the hand. Another advantage exists in the springs

page_text: being 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 a ship the same quantity of water as he could
have raised by six hours manual 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 thecontrary,
a rest or relief. Hence it is that a man under cne condition can perform
six or even twelve times the quantity of work that he could under the other.
Springs. The question may arise, can springs be made of sufficient length
(1,200 to 2,400 feet) to form a coil of from 8 to 12 feet in diameter, so as
to make from 700 to 1,200 revolutions in unwinding; and thus draw or
propel a train from 300 to 500 miles and upwards. This can be accom-
plished without difficulty, as springs may be welded or rivetted without
affecting their strength or elasticity. Thin laminae of steel coiled into a
circle give the best possible form in which this material can be used for
elastic purposes, because when the springs are thin in proportion to their
length, the strain in winding and unwinding is limited in such a manner as
to render it impossible to effect the cohesion of the particles or fibre of the
material. Thus the coiled spring is perfectly elastic and practically frictionless
in its action, being therefore insusceptible of wear, and when enclosed in an
air-tight cylinder as a protection against rust, it may be said to be imperish-
able; moreover a great length of spring may be placed in a small compass,
giving at the same time the full elastic force and play of the material without
danger of fracture. Hence all imbricated springs are defective because they
are subjected to great friction and great wear, giving but little elastic play.
Although imbricated springs are illustrated as supporting the axles of the
railway carriages, above described, still they ought not to be used, as coiled
springs similar to those illustrated for the buffing and coupling apparatus
would give the most perfect elastic bearing to the axles.
Application of the Invention to ship and fort armour.-It is important for
the protection of ships that their armour should be supported on some elastic
material, so that on the ball striking the plates all vibration may be removed
from the body of the ship. Although a vessel be plated with armor sufficient
to throw off the heaviest balls, it is still far from secure against damage,

page_text: because the concussion of each ball communicates to the ship an amount of
vibration which starts the bolts and otherwise damages the walls of the vessel,
so that under a heavy battery she would shortly be rendored unserviceable.
Therefore it will be evident that the plating should not touch the walls of
the ship, but that the armour should be made in sufficient lengths to reach
from the upper deck to any desired distance below the water line, the
breadth of each plate being about two feet, and supported on a loop joint at
the bottom, so that on going into action the whole of the armour plates could
be projected forward in an instant, and admit the water between the plating
of the walls of the ship, the stratum of water thus admitted being about four
feet thick at the water line. By this arrangement and supporting the upper
ends of the plates on a lever projecting from a powerful spring cylinder, all
concussion and vibration would be effectually removed from the ship. This
seems to be the only principle upon which armour plating can be effectually
applied as a protection to ships; there is, however, an extreme difficulty in
resisting a very heavy ball, say of 500 lbs., travelling at the high velocity of
2,000 to 4,000 feet per second,as the initial force of such a projectile carries it
through any impediment before communicating a pressure to the surrounding
material. Hence it is evident that to effectually resist such a projectile the
armour plating must present a greater substance, or be thicker by a few
inches than the diameter of the ball, both being of the same cohesive strength.
A further protection might begiven to the machineryofvessels by constructing
the water tanks in cells and placing them amidships along the side of the.
outer walls as at P. This system of water tanks formed in small compart-*
ments and constructed to fit the walls of the vessel water-tight, so that on
the walls and one or two of the cells being penetrated by balls, the outer
water would be unable to pass into the interior of the ship. These cells filled
with water from six to nine feet broad would present an impassable barrier to
balls, from the fact that water is incompressible and offers a very serious
resistance to the penetration of a projectile.
Serious objections exist to the use of iron or steel for ship armour; 1st, its
great weight; 2ndly, the defective cohesion of its particles, rendering it liable
to crack when struck, which indicates resistance to penetration at a few points
only, and this defect becomes more apparent the greater the velocity of the
projectile; 3rdly, its power as a conductor to vibration; 4thly, the facility with
which it corrodes when in contact with salt water. Wood on the contrary
possesses advantageswhereironisdefective, butunfortunatelyispenetrated with
much greater facility. This defect, however, is more attributable to the position
in which it is at present placed to receive the shots, than to any inherent

page_text: For
defectiveness in the wood itself, because the wood of the tree is nothing more
than a conglomeration of woodytubes running perpendicular from the base to
the top of the stem. It will, therefore, be plain that by a lateral blow these
tubes are easily penetrated by being forced aside or broken; but deprive these
woody tubes of the power of lateral expansion, and strike the beam with
the same force on its end, no damage ensues, because the tubes are now
pressed lengthwise instead of across their section, hence they offer great
resistance to penetration, while fracture or splinter becomes impossible. The
further the projectile penetrates wood in this direction, the more the resistance
increases, as the ball must carry and campress before it a certain number
of woody tubes until they become as solid and impenetrable as iron.
this reason in constructing the walls of a ship the ends of the beams only
should be exposed in the direction of the shot; these walls being built of
beams one foot square, or any other convenient size fitted close, and bound
together by horizontal and perpendicular bands of iron one or two inches deep,
and from twelve to twenty-four inches wide, introduced between each beam, and
at a distance of two or three feet apart along its entire length. The walls of a
ship thus constructed, and from six to fifteen feet in thickness, would offeranim-
penetrable barrier to any projectile now in use, and probably to any which may
be invented; the balls would of course be deposited in these wooden walls, in
order to guard against the effects of red-hot shot, the wood should be rendered
incombustible by being impregnated with pearlash or other similar material;
but even without this impregnation there would be little danger from red hot
shot, from the fact that the fibre of the wood contracting immediately on the
passage of the ball and filling up the entrance would prevent the ingress of
oxygen to support combustion. Shells thrown into the walls and there
exploded, would be discharged as from the mouth of a gun through the hole
by which they entered, because all explosive materials escape at the point of
least resistance. The terminations of these walls would require to be bound
with very powerful iron, as also the portholes, which if made funnel-shaped
would perhaps be most convenient. The portholes in this instance being con-
structed to act on the principle described in Figs. 2 and 3, Drawing 4.
A ship built as above described must possess great advantages as a sea-going
veesel. She would have great speed, enormous strength, and draw but little
water in proportion to her size. She could run down other vessels without
injury to herself, and would be safe if even running foul of either rocks or
icebergs.
Drawing No. 4, Fig. 1, is a midship section of a war vessel with armour
plates constructed to be projected forward to admit a stratum of water between

page_text: them and the ship. The plates, when projected forward as at I), would admit
the water, as at A, which is represented as four feet thick at. the water line.
O is the loop joint for the support of the armour plates, the bearing for this
joint being brought entirely across the hull from O to O gives enormous
strength. This system of fastening the plates would probably give the ship
the advantage of making good sea-way, being well under command in con-
sequence of the weight being supported low down on the hull and acting
as ballast. A section of the spring cylinder is illustrated at B, extending
the entire length of the vessel on each side, aud in addition to supporting
the plates could be used for storing power to work the screws, &c. C is the
lever communicating with the springs and supporting the upper end of
the armour plates D; E, port-hole plate, to be herein-after described; Fis
the armour plate brought home against the side of the vessol, illustrating
its position when the ship is in ordinary sailing trim; G being the deck
armour plating. This ship is intended to be full rigged in order that she
may make good way under sail, and thus only use on an emergency her
engines and machinery.
Great difficulty being experienced on board ship in discharging guns at a
true horizontal lineor at any required elevation, itwould appear desirableto fire
them by electricity. Hiopresents a heavy pendulum with semicircular arms
I and J; this pendulum will invariablymaintain a true perpendicular,and cou-
sequently the top of the arms a true horizontal line. The point J coming in
contact with the conductor K when the ship is level, admits at that moment a
spark to discharge the guns. By this arrangement the entire broadside could
be thrown instantly and with unerring precision upon any one point of
the enemy's ship,and guns worked in this way could be discharged from ships
with equal certainty and greater effect than from land batteries. Under the
system hitherto adopted in training guns it is impossible that a broadside can
be instantaneously discharged on account of the concussion and recoil, which
places the ship in danger. To overcome this as well as to avoid great
labor, and remove the delay which at present attends training heavy ordnance,
it is necessary that the guns shall recoil against an elastic cylinder placed on
the opposite side of the ship, the ropes or bands being conducted from the
cylinder to the gun in the manner illustrated in Drawing No. 2, Figs. 1
and 2, the rollers for the ropes or bands being placed near the wall of the
ship above the gun. Thus the drag of the rope or bands on the cylinder by
the recoil of the guns would raise the opposite side of the ship and depress that
on which the guns were discharged, compensating for the reduction in weight
near the side by the guns recoiling towards the ships'centre; also the springs

page_text: by their reaction would almost instantly throw the guns back to the spot
where they are to be reloaded or to a convenient distance from the ships'
walls, and immediately restore the equilibrium. By this arrangement it is
anticipated that the instantaneous discharge of the whole broadside would
not cause the ship to sway more than a few inches, while all concussion
and vibration would be removed by the guns recoiling with the utmost
freedom against a perfectly elastic bearing. It will be understood that by
adjusting the rollers (over which the ropes or bands pass) to any given
angle the guns will be pointed to the same angle by the reaction of the
springs, and the labour of training the guns can be dispensed with. Land M
are electric conductors, and N, N, galvanic batteries.
Figs 2 and 3 are a plan and section of self-acting portholes, that is,
portholes to be opened by an electric discharge on the pendulum arm at
Fig. 1 coming in contact with the battery points at L. and M, thus the port-
holes will invariably be opened a second or two prior to the ship gaining
the true level; when it reaches this point the guns would be discharged by
the conductor J coming in contact with the battery at K, the recoil of-the
guns closing the portholes by means of the levers at F in Figs. 2 and 3.
The porthole plates C being furnished with radiating perforations through
which the sight is taken for directing the gun. The space at A, Figs. 1 and 2,
being occupied by the water between the plates and walls of the ship; D,
armour plating; C,the porthole plates shown as open; D',springs for opening
the same, also for securing them when shut by the levers F.these levers being
formed of steel springs (from the fulcrum G to H) are acted upon by the
recoil of the gun, and separated until they are thrown over the spring catches
at I, thus the springs being held back by these catches are brought to bear
on the port-hole plates C, C, until they are brought together, when they are
made fast by the catches at J, preventing the reaction of the springs D unti
such time as this catch is removed by the electric discharge acting on the
lever E, which withdraws these catches, permitting the springs D to react and
throw the portholes open. Fig. 4, A, A, is a view of the porthole plates
open, the dotted line showing their position when shut, B being the double
action or loop joint of the plates, while the mouth of the gun is shown at C.
Fort armour. The saine principle of application of spring cylinders las
above described for ships could also be applied to fort armour, especially the
self-acting portholes, and the training of the guns. The high state of per-
fection to which rifle practice has attained renders it imperative that the
men at the guns should be effectually protected from this weapon, as also
from cannon balls or shells entering the embrasures.

page_text: "
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 unserviceable.
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 con-
venient access to the shipping; it should also be durable, and at the same
time constructed cheaply, and neither should a pier or a breakwater impede the
flow of water for more than eight or nine feet under the surface, as theagitation
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, harbours,and breakwaters with elastic mooringsoffer
great advantages over anything hitherto attempted. Those accustomed to the
terrific effect of the sea will conceive that the floating harbour illustrated at
Fig. 5 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 sea with its own weapons, as the
sea destroys by an accumulated force suddenly exerted upon 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, espe-
cially such as have to stand in open roadsteads, should be constructed to give
motion at short distances, fifteen or twenty 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, Fig. 6. The loop joint would give motion
in every direction, and be less liable to wear than any other form.
Fig. 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 store houses or shops with the
roof sloping to seaward down to the level of the framing of the harbour;

page_text: F, elastic fenders forships to lie against when shipping or unshipping cargoes;
.G, elastic drawbridges at the entrance of the harbour.
Figs. 6 and 7 being a plan view and section of the barges and framework of
floating piers, harbours, or breakwaters. A represents the air-tight 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; G, timber framing projecting before the
barges in order to fix them securely and protect their bows; H, wooden pile,
with an iron screw head and socket for the reception of its base. This pile is
intended to be built with planks of wood bolted together, and could be con-
structed cheaply, and of any desired length, being more durable when formed
of teak than of iron.
In witness whereof, I, the said Clements Robert Markham have here-
unto set my hand and seal, this Fourth day of August, in the year of
our Lord One thousand eight hundred and sixty-five.
CLEMENTS K. MARKHAM. (L.S.)