IMPROVEMENTS IN LOCOMOTION ON LAND AND WATER, PART OR PARTS OF WHICH ARE APPLICABLE TO THE RAISING OF WEIGHTS AND THE WORKING OF MACHINERY
Year: 1854

page_text: Sealed the 14th November 1854, and dated the 2nd June 1854.
PROVISIONAL SPECIFICATION left by the said Benjamin O'Neale Stratford
Earl of Aldborough at the Office of the Commissioners of Patents, with
his Petition, on the 2nd June 1854.
I, BENJAMIN O'NEALE STRATFORD Earl of ALDBOROUGH, of Stratford Lodge,
in the County of Wicklow, Ireland, do hereby declare the nature of the said
Invention for "IMPROVEMENTS IN LOCOMOTION ON LAND AND WATER, PART OR
PARTS OF WHICH ARE APPLICABLE TO THE RAISING OF WEIGHTS AND THE WORKING OF
MACHINERY," to be as follows:-
First, my Invention consists in the adaptation of wings, and also of vacuum
and medium chambers or compartments in combination with the wings, to the
navigation of the ocean and of lakes and rivers, and also to locomotion
generally, whether on water or land or upon ice; and also the combina-
tion for the same purposes of vacuum and medium chambers or compart-
ments with an acrostat or envelope containing air, the heat of which can
A

page_text: be regulated at pleasure in all cases in which a fire can conveniently be used,
the external air being made to act with increased force against such parts of
the surfaces of the vacuum chambers as may be found suitable for the purposes
intended, or at any time when such increased pressure of the external air
against such parts of the surfaces of the vacuum chambers may be found
advisable, either by the action of the wings themselves or by the action of
fanners, in all cases in which wings or fanners can.conveniently be made to
direct the air forcibly against such parts of the surfaces of the vacuum
chambers, all these being modifications of different parts of an Invention for
which I obtained provisional protection on the 30th day of January last, under
the title of "Improvements in Aerial Navigation."
part
Figure 1 is a profile or side view of a vessel adapted to marine navigation,
or the navigation of lakes, and which may also be used, if of a suitable size, for
the navigation of rivers. I do not confine myself to the precise form or
proportions represented in the Drawing, but I consider them the most
suitable generally; they may, however, be modified according to the precise
use or service for which the vessel is specially designed. a, a, are the wings
which are attached to the hull of the vessel, similar wings being in like manner
attached to the opposite side, which cannot be represented in the Drawing.
A is the wing of the aerostat, a wing exactly similar being. in like manner
attached to the opposite side. .b is the ala spurice, the wing at the opposite
side being furnished with one exactly similar. The letter vindicates that
of the aerostat, which I term the vacuum chamber, from which the air can be
exhausted to any suitable extent, according to circumstances. Above and in
front of the vacuum chamber is a medium chamber, disposed and constructed
on the same principle as the medium chambers described in my former Specifi-
cation of improvements in aerial navigation, already mentioned, but the
materials may be much stronger. Two or more medium chambers may be used,
but I consider one sufficient. The wings a, a, and also the wings of the aerostat,
may be furnished with vacuum and medium chambers, but they are not
absolutely necessary. All these different chambers and compartments should
be furnished with tubes or pipes, the lower extremities of which should be
within the hull of the vessel, in order to regulate the degree of exhaustion or
density or heat of the air in each compartment or chamber. I consider it
unnecessary to enter into a minute description of the construction of the wings
and of the ale spurice, and of the vacuum and medium chambers, and of the
general principles on which they act or are acted on, as these are described in
my former Specification, already mentioned; what I claim at present being the
adaptation of these principles and combinations, or of modifications of them, to

page_text: other purposes than aerial navigation. The wings a, a, should be disposed in
such a manner that the angle at which they act on the air may be altered to a
certain extent, according to circumstances; any convenient number of these
wings may be used, according to the size of the vessel. The alæ spuriæ, which
are placed in front of the wings of the aerostat, act on a similar principle to
that on which the alæ spuriæ, described in my former Specification, act, except
that they are so disposed that they strike much more in a backward and less
in a downward direction than those adapted to aerial navigation; they, however,
strike downwards to a certain extent when the aerostat is placed in the
position most suitable for elevating the vessel to the greatest degree possible,
or giving it increased buoyancy. The alæ spurice should perform a number of
strokes during the rising of the wings, to which they are attached, and the
extremities of the wings of the aerostat, and also the extremities of the smaller
wings a, a, may be made to strike the air independently of the main portions
of the wings, in a manner similar to that described in my former Specification,
already mentioned; and when so constructed, the extremity of each wing
should perform one, two, or more strokes during the rising of the main portion
of the wing, and both the extremity of the wing and the ala spuria should also
strike simultaneously with the stroke of the main portion of the wing; the
inclination of the stroke of the extremity of the wing will be more or less
backwards or downwards in proportion to the angle at which the wing is set.
I prefer that the wings should be drawn forwards slowly in comparison with
the speed of the stroke backwards, and that the latter should be as nearly as
possible instantaneous; and I prefer the reaction of springs to any other means.
To effect this object, each spring or set of springs is drawn or forced forwards,
while the wing to which it is attached is drawn forwards, and the force of the
reaction causes the wing to perform the stroke when liberated; the springs
should be so disposed as to admit of the inclination of the wings being adjusted
at any suitable angle. Any suitable description of springs may be used for this
purpose; they may be placed on the deck or under it, but it is most advisable
that they should be under.cover. The stroke is effected by means of cords, the
extremities of which are attached to suitable parts of the wings, as represented
in the Drawing, and the opposite extremities to the springs, after passing
through rings or over guide pulleys in suitable positions, in such a manner that
the reaction of the springs causes the wings to strike backwards or to a certain
extent downwards; when the wings are placed in such a position as to cause
the stroke to act in that direction, the wings of the aerostat may even
be made to strike nearly as much in a downward direction as the wings
of acrostats adapted to aerial navigation, by placing the aerostat in a

page_text: position suitable for that purpose, at any time that circumstances may
require it. The alæ spuriæ are made to strike by means of separate springs
drawn forwards in like manner, while the alæ spuriæ are drawn forwards, which
when liberated cause the alæ spuria to perform the stroke by their reaction
when the extremities of the wings are formed, so as to strike independently of
the main portions of the wings; the extremities are also worked by means of
separate springs in a similar manner. It is advisable that each of the wings
should be capable of being worked separately and independently, and it is
essential that the wings on the starboard and larboard sides should be capable
of being worked independently of each other, as the wings are intended to be
used for the purpose of assisting in steering the vessel or altering its course, in
a manner similar to that in which the wings of aerostats adapted to aerial navi-
gation, as described in my former Specification, are designed to act; and I
consider that a vessel on the water impelled by the action of these wings and
formed, as represented in the Drawing, with an aerostat, as represented, should
have much less difficulties to contend against when urged in opposition to the
wind than an aerostat sailing or flying through the air. The wings may be
made to perform half a quarter strokes when this is desirable; but in order to
be capable of this the machinery will require to be more complicated, especially
when any other than men's power is used; and I consider it will generally be
found sufficient for the purposes of navigation on the water, or locomotion on
land, that the ale spurice, or both the alæ spuriæ and the extremities of the
wings, should be capable of acting without moving the main portions of the
wings, whenever this is desirable. The wings at either side or at both sides of
the vessel, according to circumstances, should be capable of being set at any
suitable angle, so as to be acted on like sails by the wind, or of being set in
positions in which the wind may have the least effect possible on them,
according as either may be suitable. Men's force is the most suitable for
working the wings in small boats, and when men's force is used I consider the
most effectual and suitable mode of applying it is that mentioned in my former
Specification as suitable to aerial navigation; any power may, however, be used
provided it be adapted to the requirements mentioned. In large vessels I
consider steam power the most suitable, and when this is used the fire can be
made available to heat the air in the upper and fore part of the acrostat, and
also in the medium chambers, and when air is admitted into the vacuum cham-
bers it may also be so heated. When desirable, the air may be admitted into
the vacuum chambers or removed from them in a manner similar to that in
which the air is admitted into or removed from the vacuum chambers used for
the purposes of aerial navigation, as described in my former Specification.

page_text: The rarefaction or density of the air in the medium chambers is most con-
veniently regulated by means of valves, and by the use of an air pump or
syringes; the air can also be heated when desirable in those parts of the wings,
and also of the alæ spuriæ, against which the atmospheric pressure acts as
they are drawn forwards, and which are inflated, and of a form somewhat
resembling a cuirass, or what is commonly termed a pigeon's breast, as I
consider that this form tends to diminish the atmospheric resistance, and is also
suitable in other respects. The wings and also the alæ spurice may be furnished
with valves in all suitable parts, which should permit the air to pass freely
backwards but not forwards. I prefer forming the wings concave near their
bases and flat towards the extremities on the side, which is formed to strike
against the air on a similar principle to that on which the wings used for aerial
navigation are so formed; this form is not absolutely necessary, but I prefer it.
The ale spurice may also be so formed in a slighter degree. The air is permitted
to pass backwards and downwards between the wings of the aerostat and the
aerostat to which they are attached with the greatest freedom possible; but
valves or flaps are placed so as to prevent its passage in the opposite direction.
The air is also permitted to pass in a similar manner between the alæ spuriæ
and the wings, and also between the small wings a, a, and the supports to
which they are attached. I am aware that moveable sails, termed "voiles
mobiliseés," have been invented in France, and also a certain contrivance,
termed "para-calme," but not, as I believe, of a similar form, or acting in a
manner similar, to the wings as described in the present and in my former
Specification, already mentioned, and I only claim the wings when formed as
described and acting on the principles described in these Specifications; but I
do not limit myself to the exact proportions represented in the Drawing. The
form of the aerostat resembles that of the aerostat adapted to locomotion in the
atmosphere, as described in my Specification of improvements in aerial navi-
gation, having two points or peaks in front, between which the air passes, and
a shorter peak, which latter one is above the air channel; the side air channels
from which the currents of air are discharged behind, and to a certain extent
under the wings, being also in some degree similar to those described in my
former Specification; but I prefer forming the hinder apertures of these air
channels long and narrow, in such a manner that the currents as they are dis-
charged from them shall be directed as close to the surface of the vacuum
chamber as possible, and that it shall extend to as great a length as possible,
in order that it may act effectively on as large a portion as possible of the
surface of the vacuum chamber, that is to say, consistently with the positions of
these air channels and the form of the apertures in front, which must be such

page_text: as to admit the air to enter with the greatest possible freedom. It is advisable
that the lower portion of the vacuum chamber of the aerostat should be divided
from the after portion in such a manner that the air may be exhausted from
either of these portions independently of the other, so as to cause the increased
pressure to act favorably to propulsion without elevating the vessel too much in
the water at times when it would not be desirable that it should be so elevated;
and on the other hand, to cause this increased pressure to act for the purpose of
elevation or increased buoyancy, without acting too strongly at the same time,
in propelling the vessel forwards at any moment when the latter might not be
desirable. The vacuum chambers are not absolutely necessary for the effective
working of the wings, which may be used without these chambers or compart-
ments; but I prefer using the vacuum and medium chambers as described.
The lower surface of the aerostat may very suitably be covered with thin
metal plates, and all known means should be used to prevent accidents
from fire, especially when steam power is used. When it is desired to raise
the vessel to the greatest possible degree, the aerostat may be allowed to rise
to any suitable height above the vessel, and be then drawn down again;
or it may be permitted to rise and be drawn down alternately, so as to
cause the air to act with increased force against its lower surface, & its
inclination may be altered to any degree suitable to the purpose by raising
the fore part of the acrostat. The wings attached to it assume a position in
which they strike less in a backward and more in a downward direction, as
their position by that change of inclination approaches more nearly to the
horizontal. The winged aerostat may be used without the smaller wings a, a,
or the latter may be used without the former; but I prefer the combination of
all these, as represented in the Drawing. All the wings are represented in the
Drawing as drawn forwards to the full extent, and the aerostat is represented
in the position which I consider most favorable to speed; any suitable means
may be used for raising or lowering the acrostat, or altering the inclination,
by elevating or depressing the fore or after part, and it may be fixed at any
suitable height or at any suitable inclination, according to circumstances.
c, c, c, are the masts, as I will term them, which serve to unite the acrostat
with the hull of the vessel, in such a manner that the action of the wings of
the aerostat shall have the fullest effect possible for the purposes required;
but I prefer jointing these masts to the upper parts of the ribs of the hull or
top timbers, others exactly similar being jointed in like manner to the ribs or
top timbers on the opposite side of the hull, in such a manner, that by altering
the inclination of these masts or supports, the inclination of the acrostat may
be altered to a certain extent; but the aerostat should be attached in such a

page_text: manner to these supports or masts, that it can be permitted to rise or be
lowered to the full extent required under any circumstances. The wings and
also the aerostat may be used in a similar manner for the propulsion of
carriages on land, or sledges on ice, or for vehicles traversing open tracts of
tolerably level country, especially deserts or prairies. I consider, however,
that vacuum chambers, acted on by currents of air impelled against their
surfaces by small wings or fauners, of which there may be any suitable
number, may even be used with some advantage for propelling oarriages on
common roads, especially in countries where the roads are bad or heavy; and
the increased spring and buoyancy which can be obtained by means of the
wings would be of importance; where there is sufficient breadth and space to
admit of the use of an aerostat and wings of tolerably large size, they will
necessarily be more effective; but I consider that even on ordinary roads and
on railroads the principles may be adapted in such a manner as to admit of
their being used with some advantage..
Secondly, my improvements have reference to the form of the hull and
parts immediately connected with it, and also of a propeller, which also per-
forms the part of a rudder, in a manner similar to a certain extent to the
propeller acting the part of a rudder also, which is described in my former
Specification, already mentioned, as adapted to the purposes of aerial navi-
gation.
Figure 2 represents the lower part of the hull, which is turned upwards, in
order to shew the form of the channel or passage for the water; it is formed to.
a certain extent on the principles on which I have constructed my locomotive
aerostat for aerial navigation, as described in my former Specification, the
object being to diminish the resistance in front; but the form is adapted to the
different nature of the fluid and to the purpose required. e, e, are two hulls,
exactly equal to each other, formed in the ordinary manner, with this excep-
tion, that there is no cutwater. The forms of these hulls are indicated by the
dotted lines, but they are covered by the planks which unite them at bottom,
and which form the sides of the channel, the highest part being between these
two hulls. The form of this channel resembles, to a certain extent, the form of
the air channel under the locomotive aerostat, described in my former Specifi-
cation, as adapted to the purposes of aerial navigation. I prefer forming it of
a concave or arched form, but the sides may be inclined planes, which may
either form an angle at top, or the upper part may be either flat or curved.
prefer adding two keels, which I place as far removed as possible from the
centre of the channel, so as to leave the channel as wide as possible; these
keels cannot, however,. be continued suitably very far aft of the greatest:
I

page_text: breadth of beam; sliding keels are the most suitable. The profile or side view of
the hull is shown in Figure 1. I am aware that double ships have been built
and different plans proposed for connecting vessels laterally together, and also
for forming channels or passages for the water, but not, as I believe; in a
manner similar to that which I have described, and I only claim the form of
hull with channel, as herein described; but I do not limit myself to the pre-
cise proportions. The hull, as represented in the Drawings, is intended to be
propelled either on the water or on ice, and the keels are so formed that
they may be made to serve as runners, in a manner similar to the runners
of a sleigh or sledge, when the vessel is propelled on the ice by the action of
the wings; and I consider that by the action of the wings, when they are
made to strike the air as much as possible in a downward direction, and
worked with their full force, the air being at the same time exhausted
from the vacuum chambers, or as nearly so as may be found necessary,
and the air being rarefied by heat, as far as may be necessary or suit-
able, in the upper and fore part of the aerostat, and in those parts of the
wings which are inflated, (a part of the cargo or stores being removed if
this should be found necessary,) the vessel may be made to slide upwards
from the water on the ice when required to do so, either for the purpose of
attacking a fortress on an enemy's coast in northern latitudes during the
winter season, or before the breaking up of the ice, or for the purposes of scien-
tific discovery at the North Pole or in the regions of perpetual ice, or for any
other purpose. When the vessel is intended for this service the fore parts of
the keels may be inclined upwards, and the foremost extremities may be
raised above the water level, and planks may be placed across these in front,
if found necessary, when it is required that the hull should be made to slide
upwards from the water on the ice in order to facilitate this operation, these
planks being removed when the vessel is again required to be propelled on the
water. Additional runners may be used with supports jointed to the sides of
the vessel, in such a manner that they can be either raised or lowered at
pleasure, in order to balance and sustain more perfectly any parts of the vessel
which may require such additional support when resting on or propelled on the
ice. Vessels of this description may also be so formed as to admit of their
being set on wheels or rollers, when this is desirable, the propelling force of
the wings acting in the same manner under all these circumstances. When
the vessel is intended only for navigation on the water, the keels may be
dispensed with; but I consider that they will generally be found advantageous,
in order to give greater stability to the vessel in ocean navigation; and the hull
may be inclined upwards in front, in order to diminish the resistance, when-

page_text: ever this is found suitable, by altering the inclination of the acrostat and
wings, and lowered again whenever circumstances may render it advisable.
The two hulls, which united form the complete hull, as represented in
the Drawing, are united also by planks on the top, and they are strength-
ened by bolts or fastenings of any suitable kind, either of iron or wood, or
any suitable material, in all parts which may require same. The deck may be
uncovered, as in ordinary vessels, but in vessels for ocean navigation, and
in some cases for the navigation of lakes and rivers, I prefer covering each of
the hulls e, e, with a covering, in a form in some degree resembling that of an
inverted hull of the ordinary form, but higher and rather sharper at top, that
is to say, in that part which in this instance forms the top; and I prefer form-
ing this covering lowest in front, and gradually rising towards the middle part,
from whence it preserves the same height or nearly so to the stern. An open
space or deck is left between these for greater convenience in working the
ship, and also to permit a free passage for the water, in the event of its passing
over the bows in a heavy sea, although I consider that this will seldom occur,
in consequence of the power of giving increased buoyancy to the vessel, and
inclining it at any angle that may be found most suitable according to circum-
stances, by means of the acrostat and wings. This peculiar form of the upper
part of the vessel is, however, not necessary, and the entire deck may be
uncovered, as in ordinary vessels, without affecting the efficiency of the wings,
or of the other parts described. x, Figures 1 and 2, is the elastic propeller,
which also performs the office of a rudder; it is formed of planks of elastic
wood, strengthened by any elastic material suitable for the purpose; it is made
to act in a manner similar to a certain extent to the propeller, described in
my former Specification of improvements in aerial navigation. I prefer that
the clastic planks should be of such a length that the foremost extremities
shall reach to the greatest breadth of beam, or about the middle of the vessel
at each side, but this is not absolutely necessary. When planks of sufficient
length cannot be procured, they should be joined in such a manner as to
preserve their elasticity to the greatest degree possible, especially in those parts
which pass beyond the sides of the vessel, and which when united form the
propeller. The foremost extremities of these planks may be so adjusted as to
be capable of motion, in such a manner as that the opposite extremities which
form the propeller may be raised or lowered, in a manner similar to that in
which the propeller, described in my former Specification, may be raised or
lowered; this is absolutely necessary for vessels intended to be raised on ice.
This propeller is indicated in my former Specification by the letter a. These
foremost extremities may also be so adjusted that they may slide to a certain

page_text: extent in a longitudinal direction, or fore and aft, in order to allow suflicient
play to the propeller when drawn towards one side or the other; but the less
motion is permitted in this respect, consistently with the necessary action of the
propeller, the more perfect and effective will be its elastic action. z, z, are two
elastic leads, one attached to the stern of each of the hulls e, e, which are
formed in a manner nearly similar to the propeller a, and may be worked in
a similar manner when it is desired to back the vessel; but on all other
occasions they are intended to assist in steering or changing the direction of
the vessel; by moving both or either of them towards one side or the other.
The sterns of the hulls e, e, may be furnished with similar propellers in addition
to that represented in the Drawing, or instead of it; but I prefer fitting
ordinary rudders to these. Flexible or elastic bags or envelopes filled with air
may very suitably be placed between those portions of the planks which pass
beyond the sides of the vessel to the point where they unite and form the
propeller, and also between these planks and the sides of the vessel in those
parts where the planks do not touch the sides; and the same applies to the
planks which form the clastic heads. I prefer making use of these air bags,
and placing them as mentioned, but they are not necessary. An elastic pro-
peller, as described, and also an elastic head, as described, or either of them,
may be added to any vessel or boat of the ordinary form; and the wings, as
described, and also the aerostat, as described, may be used with any vessel or
boat of any of the ordinary forms, with or without the elastic propeller or
elastic head; or the elastic propeller or head, or both of them, may be used
without the wings or aerostat; but I prefer the combination of all these, as
represented in the Drawing.
Thirdly, my improvements consist in the application of vacuum chambers on
the principles described in my former Specification of "Improvements in
Aerial Navigation," or modifications of same, for the purpose of raising weights,
or diminishing the force of gravitation, or for working machinery; these
vacuum chambers being combined with a balloon or envelope, or chamber or
chambers, containing air or mediums of less specific gravity than air, in such
a manner as to diminish as far as possible the direct atmospheric pressure
from certain portions of the vacuum chamber or chambers, while increased
pressure is produced on other portions of these chambers or compartments by
the action of fanners, or by the motion of the vacuum chambers themselves, or
by both these means, according to the purpose required.
What claim is, the adaptation of the principles and combinations for
which I obtained provisional protection, on the 30th day of January last,
under the title of "Improvements in Aerial Navigation," or of modifications of

page_text: same, or of certain parts thereof, with the other improvements as specified to
the navigation of the water, and also to locomotion on land or upon ice, and
also to general purposes.
SPECIFICATION in pursuance of
ΟΙ the etters Latent,
by the said Benjamin O'Neale Stratford Earl of Aldborough in the Great
Seal Patent Office on the 2nd December 1854.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, BENJAMIN
O'NEALE STRATFORD Earl of ALDBOROUGH, of Stratford Lodge, in the County
of Wicklow, Ireland, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Second day of June, in the year of our Lord One
thousand eight hundred and fifty-four, in the seventeenth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the said
Benjamin O'Neale Stratford Earl of Aldborough, Her special licence, that I,
the said Benjamin O'Neale Stratford Earl of Aldborough, my executors,
administrators, and assigns, or such others as I, the said Benjamin O'Neale
Stratford Earl of Aldborough, 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 "IMPROVEMENTS IN LOCOMOTION ON LAND AND WATER, PART OR PARTS OF
WHICH ARE APPLICABLE TO THE RAISING OF WEIGHTS AND THE WORKING OF

page_text: MACHINERY," upon the condition (amongst others) that I, the said Benjamin
O'Neale Stratford Earl of Aldborough, by an instrument in writing under
my hand and seal, 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.
NOW KNOW YE, that I, the said Benjamin O'Neale Stratford Earl of
Aldborough, do hereby declare the nature of my said Invention, and in what
manner the same is to be performed, to be particularly described and ascer-
tained in and by the following statement thereof, reference being had to the
Drawings hereunto annexed (that is to say) :-
First, my improvements consist in the adaptation of wings, and also of a
winged aerostat, to the navigation of the ocean, and of lakes and rivers, and
also to locomotion generally, whether on water or land or upon ice. The
aerostat may be inflated either with atmospheric air or with gas, but I con-
sider that atmospheric air will be found most suitable generally; and I prefer
furnishing it with a vacuum chamber or chambers, and also with a medium
chamber, but these are not absolutely necessary; the external air being made
to act forcibly against such part or parts of the surface or surfaces of the
vacuum chamber or chambers or of the aerostat as may be suitable, according
to circumstances, by the action of the wings. This part of my Invention also
consists in the adaptation of the several improvements and combinations for
which I obtained former Letters Patent for Great Britain, dated the Thirtieth
day of January last, under the title of "Improvements in Aerial Navigation,"
or of modifications of the same, or of certain parts thereof, to locomotion
generally. I consider it unnecessary to enter into a minute description of the
principles on which the vacuum and medium chambers are constructed, as the
general principles of construction are the same as described in my former
Specification; what I claim at present being the application of these, and also
of the other improvements therein specified, or of modifications of them, or of
such of them as may be found suitable to other purposes than aerial navigation;
the materials of which all the parts are composed may, however, be stronger
and heavier for the purposes of locomotion on water or land than would be
admissible for aerial navigation.
Figure 1 is a profile or side view of a vessel adapted to marine navigation
or the navigation of lakes, and which may also be used, if of suitable dimen-
sions, for the navigation of rivers; Figure 2 is a longitudinal and vertical
section of the same; and Figure 3 is a cross section of the same amidships.
The same letters indicate the same parts in these three Figures. I do not

page_text: confine myself to the precise proportions represented in the Drawings, but I
consider that they will be found the most suitable generally; they may,
however, be modified according to the precise use or service for which the
vessel is specially designed. a, a, Figures 1 and 2, are wings which are
attached to the hull of the vessel, the wings on both sides of the hull being
exactly similar; that side of each of the wings on the larboard side which
strikes the air is shown in Figure 1, and the opposite sides of the wings on the
starboard side are seen in perspective in Figure 2. A, A, Figures 1, 2, and 3,
are the wings of the acrostat, that side of the wing on the larboard side which
strikes the air being seen in Figure 1, and the opposite side of the wing on the
starboard side of the vessel being seen in Figure 2; the cross sections of both
the starboard and larboard wings are shewn in Figure 3. b, b, are the ala
spuria; those on both the starboard and larboard sides are seen in perspective
in Figure 3; that side of the ala spuria on the larboard side which strikes the
air is seen in Figure 1, and the opposite side of the ala spuria on the starboard
side of the vessel is seen in Figure 2. The letters V, V, indicate the vacuum
chambers of the acrostat; these may be united in one, but I prefer dividing
them, so as to form two separate chambers, as is shewn in the cross section,
Figure 3, in order that the air may be removed from either of these portions
independently of the other, so as to cause the increased pressure to act favor-
ably to propulsion, without elevating the vessel too much in the water at times
when it would not be desirable that it should be so elevated; and on the other
hand, to cause the increased pressure to act for the purpose of elevation or in-
creased buoyancy, without acting too strongly at the same time in propelling
the vessel forwards at any moment when the latter might not be desirable.
When it is desired to elevate the vessel as much as possible, the aerostat may
be allowed to rise to any suitable height above the hull, and be drawn down
again; and this motion may be continued for any suitable time, so as to cause
the air to act with increased force against its lower surface, and its inclination
may be altered to any degree suitable to the purpose. By raising the fore part
of the aerostat, the wings attached to it assume a position in which they strike
less in a backward and more in a downward direction, as. their position by that
change of inclination approaches more nearly to the horizontal. The size of the
aerostat and wings may be either greater or less, in proportion to the hull,
according to the service for which the vessel is intended. The letter m indi-
cates the medium chamber. More than one medium chamber may be used on
the same principle, as explained in my former Specification, but I consider onc
sufficient. I consider that the vacuum chamber or chambers might even be
used without the medium chamber, but I prefer the arrangement represented

page_text: in the Drawing. The letter n indicates that part of the aerostat which is filled
with atmospheric air or with gas. The winged acrostat may be used without
the smaller wings a, a, or the latter may be used without the former, or the
wings A, A, may be used without the alæ spuria b, b; but I prefer the com-
bination of all these, as represented in the Drawings. In Figures 1 and 2 all
the wings are represented as drawn forwards to their full extent. u, u, are
flaps or valves which permit the air to pass backwards or downwards, but not
forwards or upwards, except they are held open by cords, so as to permit its
passage in both directions. The aerostat is represented in the position which I
consider most favorable to speed. Any suitable means may be used for
raising or lowering the aerostat, or altering its inclination, by elevating or
depressing the fore or after part; and it may be set at any suitable height or
at any suitable inclination according to circumstances; the arrangement repre-
sented in the Drawings is that which I prefer. C, C, and C, are the masts, as
I will term them, which serve to unite the aerostat with the hull of the vessel,
in such a manner that the action of the wings of the aerostat may have the
greatest effect possible for the purposes required. The bases or feet of the main
masts C, C, may be jointed to the top timbers or upper parts of the ribs of the
twin hulls E, E, on their outer sides; but I prefer attaching them to blocks or
pieces which slide in grooves. The foot of the mast C² must slide in a groove;
these grooves must be placed longitudinally, or fore and aft. The mast C2 may
be formed with a double stem, the foot of each stern sliding in a groove at
each side of the deck. The lower portions of the masts, or at least the lower
portions of the main masts, should be composed of tubes capable of sliding
within each other, and of being drawn out at pleasure. s, s, are the cords by
means of which the wings are drawn forwards, and t, t, are the cords by which
they are drawn backwards, when they are performing the stroke. The upper
part of the mizen mast passes up through the aerostat, a tube or funnel being
constructed for that purpose, and sliding tubes attached to the aerostat slide
up and down to a certain extent on the masts when the aerostat is raised or
lowered. It is advisable that the arms 1,1, to which the wings a, a, are
attached, should be jointed to the posts d, d, in such a manner that the angle
at which they act on the air may be altered, according to circumstances; they
can be fixed to the half circles p, p, at any angle desired. Any suitable number
of these wings may be employed, according to the size of the vessel, or one only
at each side may be employed; but I consider that the number represented in
the Drawings, viz., two at each side, will be found the most suitable generally.
The cords by means of which these wings are worked, and also those by means
of which the alæ spurice are worked, are indicated by the same letters as the

page_text: cords used for similar purposes for working the wings A, A; that is to say, the
cords which serve to draw them forwards are indicated by the letters, and
those which serve to draw them backwards, and so cause them to perform
the stroke, are indicated by the letter t. The alæ spuriæ b, b, which are
placed in front of the wings of the aerostat, act nearly on a similar principle
to that on which the alæ spurice, described in my former Specification,
act; but they are so disposed, that, like the wings A, A, they strike much
moré in a backward and less in a downward direction than those adapted
to aerial navigation, when they are used to propel the vessel forwards.
The wings and ale spurice may, however, be made to strike downwards to
a considerable extent, as already mentioned, or even to strike very nearly
as much downwards as those of aerial vessels, when it is required to elevate
the vessel to the greatest degree possible, by placing the aerostat in a suitable
position for that purpose. The alæ spuriæ should perform a number of strokes
while the wings A, A, are drawn forward or raised; and the extremities
of the wings of the acrostat, and also the extremities of the wings a, a, may
be made to strike the air independently of the main portions of the wings,
in a manner similar to that described in my former Specification; and when
so constructed, the extremity of each wing should perform one, two, or
more strokes, while the main portion of the wing is drawn forward or raised;
and both the extremity of each wing aud the ala spuria should also strike
simultaneously with the main portion of the wing. The machinery may be
so constructed and arranged, that both the wings A, A, and the wings a, a, or
either of them, may be capable of performing half or quarter strokes when
desirable; but this is not necessary. I prefer that the wings, and also the ala
spuriæ, should be drawn forwards or raised slowly, in comparison with the
speed of the stroke backwards or downwards, and that the latter should be as
nearly as possible instantaneous, and I prefer the reaction of springs to any
other means to produce this effect. Each spring or set of springs is drawn or
forced forwards or upwards while the wing to which it is connected is drawn
forwards or upwards, and the force of the reaction should cause it to perform
the stroke, or as nearly so as possible. The stroke may be assisted by any
convenient mechanical arrangement, but the springs should be as strong as
possible, so that, if possible, no mechanical force should be required to assist
the springs in causing the wings to perform the stroke. The springs used for
the wings a, a, should be so disposed as to be capable of having their incli-
nations changed when the inclinations of the wings a, a, are changed; the
springs which serve to work the wings of the aerostat, and those which serve
to work the alæ spuriæ, may also be so constructed as to be capable of a

page_text: certain change of inclination; but this is not necessary. Any suitable descrip-
tion of springs may be used, and they may be placed either on the deck or
under it, but it is most advisable that they should be under cover.
The wings
are drawn forwards or raised by means of the cords s, s, which are attached to
them, the opposite extremities of these cords being attached to the springs.
These cords are conducted round guide pullies in suitable positions, so as to
give the most effective direction possible to the stroke of each wing. The
alæ spuriæ may be made to strike by an arrangement similar to that described
in my former Specification, or by means of separate springs, placed on or under
the deck, and which are drawn forwards or upwards, while the ale spuriæ
are drawn forwards or upwards, and which when liberated cause the alæ
spurice to perform the stroke by their reaction. When the extremities
of the wings are so constructed as to strike independently of the main por-
tions of the wings, the extremities are either worked in a similar manner
to that described in my former Specification, or by springs placed on the
deck or under it. It is advisable that each of the wings should be capable
of being worked separately and independently, and it is essential that the
wings on the starboard and larboard sides of the vessel should be capable of
being worked independently of each other, as the wings are intended to be
used for the purpose of assisting in steering the vessel or altering its course,
on a similar principle to that on which the wings of aerial vessels, as described
in my former Specification, are designed to act. It is advisable that the wings
should be capable of being set at any suitable angle without being worked or
agitated whenever this is suitable, so as to be acted on like sails by the wind;
and that they should also be capable of being set in positions in which the
wind may have a diminished effect on them, when circumstances render this
expedient. The wings of the aerostat and the ale spurice should be capable
of being closed downwards or backwards when suitable. The arms to which
the wings a, a, are attached may be united to the posts d, d, in such a manner
that they may be disunited and removed, if so required; but this is not neces-
sary. Men's force is the most suitable for working the wings in small boats,
and when men's force is employed I prefer the mode of applying it, described
in my former Specification; but any power may be used if adapted to the
requirements mentioned, but the arrangement must be such that the starboard
and larboard wings may be worked either separately or simultaneously, as cir-
cumstances may require. When steam power is used, the fire may be made
available to heat the air in the aerostat and wings, when suitable, by means
of flexible pipes, and the air in the medium chamber may be heated in a
similar manner, and also any portion that may be admitted into the vacuum

page_text: chambers, when suitable. All these tubes or pipes must be capable of being
lengthened when the aerostat is elevated, or its position changed with respect
to the hull; this may be effected by any convenient means; but I prefer
making use of tubes sliding within each other, and capable of being drawn
out, when so required, for the lower portions of the tubes, and forming the
upper portions of flexible materials. I prefer inflating the wings and the alæ
spuria, and so giving them a rounded form; or they may be given a form re-
sembling a cuirass, or what is commonly termed a pigeon's breast, on the sides
against which the atmospheric pressure acts, when they are drawn forwards or
upwards. I prefer forming the sides which are intended to strike against the
air concave in the portion nearest to the base, and as flat as possible in the
farthest portion or extremity of each wing; and I prefer making the alæ
spuria of a similar form, the general principles of construction being similar
to that described in my former Specification as applied to wings used for aerial
navigation; vacuum and medium chambers may be used for these wings, but
I prefer dispensing with these chambers in wings used for other purposes
than aerial navigation. The wings and also the alæ spuriæ may be furnished
with valves in all suitable parts, which should be self-acting so as to
open in a direction permitting free passage to the air in a backward or
downward direction, but not in a forward or upward direction, except these
valves are held open by means of cords attached to them; but cords may be
provided, by means of which the valves may be held open, so as to permit the
passage of the air in both directions at any time that this may be found suit-
able; but I consider that this will seldom, if ever, be necessary. The air may
be exhausted from the vacuum chambers, and as much as may be suitable
may be removed from the medium chamber by means of an air pump or
syringes; but I prefer making use of a bag placed within each of the vacuum
chambers, as described in my former Specification, the bag being of such a
size and form as completely to fill the vacuum chamber when fully inflated,
and a net or rings being attached to the material of which the bag is com-
posed, and which must be impervious to air, and cords being passed through
the rings, or through the meshes of the net; but I prefer rings, in such a
manner, that when the cords are drawn they draw the bag towards an aper-
ture, furnished with a valve opening outwards, and at the same time force the
bag to collapse, and so cause the air contained in it to be discharged through
the valve into the atmosphere; the bag is drawn back by other cords into its
former position within the chamber when it is desired to re-admit the air,
which is then permitted to enter through another valve opening inwards, which
is opened while the cords are drawn, which draw back the bag to its former
17

page_text: position. A similar mode may be adopted to remove any required portion of
the air from the medium chamber, with this difference, that the bag in the
latter chamber must not be so large as to fill the chamber completely when
inflated, and that portion of the chamber which is not filled by the bag when
inflated must be filled with air or gas, but I prefer atmospheric air; and the
rarefaction of the air or gas within the chamber may be modified by drawing
the bag either partially or to the full extent towards the aperture, and so
causing any portion of the air contained in the bag that may be suitable under
the circumstances to be discharged into the atmosphere through the valve. If
it be desirable at any time that a portion only of the air contained in the
bags which are placed in the vacuum chambers should be discharged into the
atmosphere, this can be effected by causing the bags only partially to collapse,
by drawing the cords only to a certain extent; but in the vacuum chambers a
complete vacuum, or as nearly so as the imperfection of materials and con-
struction will admit, will be produced in that portion of the chamber from
which the bag shall be withdrawn.
The form of the acrostat resembles to a certain extent the form of the
aerostat adapted to locomotion in the atmosphere, as described in my former
Specification; having two peaks or prolongations in front, indicated by the letters
g, g, one only of which can be seen in each of the Figures 1 and 2; that on the
larboard side being seen in Figure 1, and that on the starboard side being seen
in perspective in Figure 2. Above and between these is the middle peak F,
which is prolonged at the sides to cover two side air channels, one at each side,
resembling those similarly situated in my aerostat adapted to locomotion in the
air; from the hinder apertures of which the air discharges itself behind or under
the wings A, A, according to the position and inclination of the acrostat. I
prefer forming the hinder apertures of these air channels as long and narrow
as their general form and position will permit, in such a manner that the full
force of the currents of air as they pass from them may be directed as much as
possible against the surfaces of the vacuum chambers, and may act on as great
an extent of surface as possible.
The foremost extremities or prolongations of the aerostat g, g, may be
terminated by heads, of the form which I have termed arrow heads in my
former Specification, and these may be so constructed that they may be capable
of being turned towards one side or the other, in order to assist in steering the
vessel or altering its course, and I consider that lamps similar to those described
in my former Specification, or nearly so, may very suitably be placed in these
arrow heads; and I even consider that chimneys from any fires used in the
vessel may be conducted to or near to these points. Figure 5 represents a

page_text: winged aerostat attached to a carriage, which is represented as drawing a car
up a steep acclivity, and the aerostat is represented in a position in which the
wings strike more in a downward direction than those shewn in the former
Figures; the posts to which the arms of the wings a, a, are attached are fixed
to the car. If the aerostat is only required to assist in diminishing the effects
of gravitation, and either horses or any other power is employed to draw the
carriage forward, the aerostat may be used without the wings, or small fanners
may be used. The winged acrostat and car, as represented in Figure 5, may
be used also for traversing deserts or prairies, or any open tracts of country
where wheeled carriages can be used; or the winged aerostat may be attached
to a sledge for traversing ice or snow-covered ground, the aerostat, when the
car is propelled on level ground, being placed in the position shewn in Figures
1 and 2, or nearly so. The same letters indicate similar parts in this and in the
following Figures to those indicated by the same letters in Figures 1 and 2. I
consider that the grapnels or anchors described in my former Specification, or
modifications of them, will be very suitable for stopping vehicles propelled with
wings, and I claim their use for that purpose, and also for ships, but I consider
that they are best adapted for use on land. Figure 6 represents an adaptation
of the principles explained in this and in my former Specification to a carriage
intended to be used on roads where great breadth is not admissible, and which
may also be adapted to boats plying on canals. Figure 7 represents an adapta-
tion of the same principles to a railway carriage, and which may also be
adopted for carriages intended to be used on roads where a greater breadth
than that of the body of the carriage is not admissible; or it may be adapted to
canal boats, in which it may be considered objectionable that the wings should
extend farther on each side than the breadth of the boat. In the modification
represented in Figure 7, the wings are attached to a bar of iron or wood, or
other suitable material, which is placed over the carriage horizontally or nearly
so, but which is capable of having its inclination changed to a certain extent,
so that the wings may be made to act in a direction calculated to assist in
lessening the effect of the weight of the carriage or load; or on the other hand,
of causing the wheels of the locomotive, as will be necessary in the case of a
railway carriage, to press sufficiently on the rails. Figure 8 shews the form of
the bottom of the railway car; and Figure 9 is a cross section. H is a smooth
channel for the air to pass under the car; the same letters indicate similar parts.
a, a, are the wings, and V is the vacuum chamber. The locomotives and also the
aerostats above them may be formed each with a single peak in front, but I
pre-
fer the forms represented in the Figures. Men's force or any suitable power may
be employed to work the wings, or the ordinary steam power may be used to give

page_text: motion to the wheels in the ordinary way, and be also made to actuate the
wings by any convenient mechanical arrangement. When steam power is used,
or when a fire is used for any purpose, I prefer conducting the chimney to the
leading peak of the locomotive, or of the acrostat, in cases in which an aerostat
is used; or conducting two chimneys to the two leading peaks, when either the
aerostat or the locomotive is formed with two or three peaks in front, the fire
being placed as near as practicable to the leading point or peaks. I do not
limit myself to the exact forms and proportions represented in the Drawings,
provided the principles set forth in this and in my former Specification be
strictly adhered to.
Second, my improvements have reference to the forms of the hulls of vessels
for the navigation of the water, and the parts immediately connected with
them; and to an improved form of propeller acting the part of a rudder also, or
rather an adaptation of a form of propeller acting also as a rudder, which I
described in my former Specification as applied to locomotive aerostats for
aerial navigation, and also the use of elastic heads. Figure 4 respresents the
bottom of the vessel, which is turned upwards in order to shew the form of the
channel or passage for the water; it is formed to a certain extent on the
principles on which I have constructed my locomotive aerostat for aerial
navigation, the object being to diminish the resistance of the water in front,
and the form is adapted to the different nature of the fluid, and to the purposes
required. The letters E, E, indicate the positions of the twin hulls, the
transverse sections of which are shown in Figure 3; but the fore parts of the
hulls cannot be seen in this view, as their bottoms are covered by the planks
which form the channel; the parts so covered are indicated by the dotted
lines. I prefer that these hulls should be of a form drawing rather more water
aft than forward, and the fore foot or foremost part of each keel should be
removed, as it would otherwise interfere with the planking which unites the
two hulls at bottom and forms the channel; but I consider that keels of a
certain depth will prove useful in the middle portion for attaching the planks
to, as appears in the section, Figure 3. The spaces i, i, may be filled either
with air bags, or with cork, or with dead wood, or in some cases a part of the
cargo or stores may be stowed in these spaces. I prefer making the channel,
which is indicated by the letter FI, of a concave or arched form; but the sides
may be flat, and the cross section may form an angle at top; or the top may be
flat, forming obtuse angles with the sides; but I prefer a curve, which shall be
either a segment of a circle or approximating to one. 1, however, prefer making
the channel shallower in the fore than in the after part, so that the curve
in each cross section will differ; the change being gradual from the foremost

page_text: extremity or mouth, where the water enters, to the after termination.
I prefer
adding four keels, the positions of which are indicated by the letters k, k, and
, . The keels k, k, are placed at the outermost extremities of the channel
Hat each side. I prefer sliding or revolving keels, and I consider that keels
revolving on pivots fixed in those parts of the vessel on the outer sides of the
twin hulls which form the foremost extremities of the sides of the channel H
are the most suitable; and the same pivots may be made to serve for the after
extremities of the planks which form the elastic heads , z, to turn on, and also
for the foremost extremities of the planks which form the propeller a to turn
on, if these planks are made the full length of the vessel; but I prefer fixing
the pivots on which these turn at the greatest breadth of beam. I am aware
that double ships have been built, and different plans proposed for connecting
vessels laterally, and also that various plans have been proposed for forming
channels or passages for the water, but not, as I believe, in a manner similar
to that which I have described; and I only claim the combination, as herein
described, but I do not limit myself to the precise proportions represented in
the Drawings.
The vessel, as represented in Figures 1, 2, 3, and the bottom of which is
represented in Figure 4, is intended to be propelled either on the water or on
ice; and when intended for this double service, the keels should be so con-
structed that they may be capable of serving as runners, like the runners of a
sledge when placed on the ice; and I consider that by the action of the wings,
when they are made to strike the air as much as possible in a downward
direction and worked with their full force, the air being at the same time
exhausted from the vacuum chambers, or as nearly so as may be found
necessary, and the air being rarefied by heat, as far as may be necessary or
suitable, in the upper and fore part of the aerostat, and in those parts of the
wings which are inflated, (a part of the cargo or stores or guns being removed
if this should be found necessary,) the vessel may be made to slide upwards
from the water on the ice when required to do so, either for the
of
attacking a fortress on an enemy's coast in northern latitudes during the winter
season, or before the breaking up of the ice, or for the purposes of scientific
discovery at the North Pole or in the regions of perpetual ice, or for any other
purpose. When the vessel is intended for this service, strong pieces of iron or
wood should be attached to the foremost extremities of the cases of the
keels k, k; at each side of the channel these pieces should rise above the water
level, and I prefer continuing them to the bowsprits. One of these pieces or
prolongations is seen in Figure 1, indicated by the letter j. and the other in
Figure 2, where it is indicated by the same letter. Planks may be placed
purpose

page_text: across these in front, if found necessary, when it is required that the hull
should be made to slide upwards from the water on the ice in order to facilitate
the operation, these planks being removed when the vessel is again required to
be propelled on the water. Additional runners may be used, with supports or
legs jointed to the sides of the vessel, in such a manner that they can be either
raised or lowered at pleasure, or so attached that they may be disunited when
not required for use, while the vessel is propelled on the water, but which will
serve to balance and sustain it more perfectly when propelled on the ice.
Vessels of this description may also be so constructed as to admit of their
being set on wheels or rollers when this is desirable, the propelling force of the
wings acting in the same manner under all these circumstances. When the
vessel is intended only for the navigation of the water, the keels
may either be
dispensed with or formed on any of the ordinary plans, but I consider that
keels will be found advantageous in ocean navigation; and the hull may be
inclined upwards in front by the inclination of the aerostat and the action of
the wings, so as to lessen the resistance of the water in front, even if fixed
keels be used, and it may be lowered again whenever circumstances render it
advisable. The keels k, k, should be sliding or revolving keels, if the vessel
is intended to be propelled on the ice as well as on the water; and the keels
,, must either be so constructed as to be capable of being fixed when used
upon the icc, or strong springs may be inserted in the cases above the keels,
sufficiently strong to bear the weight of the vessel when equally balanced on
a level surface, but which may serve to enable the vessel to overcome obstacles,
such as irregularities of surface, with the assistance of the aerostat and wings.
I consider that such springs, in combination with keels moveable on pivots, as
described, may be used with advantage, and the springs may be removed from
their places above the keels while the vessel is floating or being propelled on
the water. I of course do not claim the principle of revolving keels, or keels
moveable on a pivot, but I consider that this description of keel is the most
suitable for the purposes mentioned. I am aware that boats have been con-
structed with double keels acting as a sledge, and I only claim the combination
as described; the upper sides of these keels cannot suitably be prolonge
much farther than the greatest breadth of bean in consequence of their
distance from the centre of the hull, but they may be lengthened on the lower
sides, and these prolongations will be useful in supporting the vessel when on
the ice; but I prefer that the keels h, k, should be made to slide into their
cases when the vessel is raised on the ice, in order to bring it more nearly to a
level. The cross section, Figure 3, shews the manner in which the two hulls
are united; they may be either nearer or more distant from each other, the

page_text: channel in the one case being wider and in the other narrower than in the
Drawing. I prefer covering in the two hulls, in the manner shewn in the
Drawings, leaving an open deck between them, but the entire of the upper
deck may be uncovered without in any degree interfering with the arrange-
ment of the other parts. When the twin hulls are covered in, as represented
in the Drawings, scuppers or passages for the water, if any should be shipped,
may conveniently be carried along the exterior of each of the hulls on the
sides next the channels, which may convey the water into the channel. E²,
Figure 4, is a flat-bottomed hull, the fore part of which rests on the top of the
channel to nearly half its length; this additional hull is not necessary, but I
consider the vessel more perfect with this addition, and I prefer fitting two
kcels in the positions indicated by the letters 13, 1, and I prefer revolving
keels; they are more particularly intended as additional supports to sustain
and balance the vessel when on the ice, and should be of such a depth as to
correspond with the depth of the keels,, so as to place the vessel sufficiently
on a level when on the ice. For ocean navigation, I prefer that all the keels
should be rather lower in the after than in the foremost extremity, and I con-
sider that it will be no material disadvantage if the fore part of the vessel is
slightly elevated when propelled on the ice. The keels may, however, be
so constructed that they may slide to a certain extent into their cases when
the weight of the vessel acts on them, which, if their foremost extremities are
made to turn on pivots, will cause the after portions to become more nearly
on a level with the fore portions; and they may be stopped at the proper point
by pieces of wood or metal, or by strong springs, as already mentioned,
which should be lowered into the upper parts of the cases over the keels
before the vessel is raised from the water on the ice. a, Figures 1, 2,
and 3, is the elastic propeller, which also performs the office of a rudder;
it is formed of planks of clastic wood, combined with steel or with vulcanized
india-rubber, or both, or with any suitable elastic material, to increase its
clastic force. It is made to act in a manner to a certain extent similar to the
propeller indicated by the same letter a in my former Specification, as applied
to locomotive aerostats for aerial navigation; but I consider that the principle
on which it is constructed is more particularly adapted to the navigation of the
water. The foremost extremities of the planks a, a, may be made to turn on
pins or pivots fixed in the inner or outer sides of the twin hulls, or a double
number may be used, which may be made to turn on pins or pivots at both
sides of these hulls. The after extremities of these planks, after passing beyond
the sterns of the twin hulls to a suitable distance, are made fast to the pro-
peller; but I prefer placing these planks on the outside of each of the twin

page_text: hulls, that is, on the sides farthest from the channel, and causing their foremost
extremities to turn on pins or pivots, fixed in the ship's sides at the greatest
bredth of beam, or nearly so. It is advisable to cover the pivot or pin with
a casing, open at the back, and allowing as much play as is requisite to the
planks; one of these is seen in Fig. 1, indicated by the letter o. When
planks of sufficient length cannot be procured, they should be joined in such
a manner as to be as elastic as possible, especially in the after portions. These
planks pass a considerable distance beyond the sterns of the twin hulls before
they unite, and the greater part of this space is filled up by the third hull in
the Figure; bags or cases of any suitable elastic material may be placed in any
spaces which may occur between these planks before they unite. I prefer
working the propeller by means of rods, indicated by the letters 7, 1, which may
be of iron, or of any suitable material, one extremity of each rod being attached
either to the propeller or to the after portion of the plank a², and the other
to a spring set in any convenient part of the vessel, the propeller being intro-
duced through the ship's sides; each spring is drawn forwards, while the
propeller is drawn towards the same side as that on which the spring to which
it is connected is placed. When it is desired that the propeller should act
with equal force in both directions, the springs on each side must be drawn
forwards alternately, so as to draw the propeller alternately towards one side
and the other; but the arrangement should be such that the propeller may be
drawn towards one or the other side only, when it is desired to turn the vessel
or alter its course, and it should be capable of springing back by its own
elasticity, or as nearly so as possible. Valves may be placed in any suitable
parts of the propeller, so as to permit the water to pass only towards one side
or the other, as desired, but these are not necessary; and if these valves be used,
there must be two valves or sets of valves opening in opposite directions, and
all should be capable of being closed and their functions suspended, when so
required. In place of one elastic propeller, propellers of a similar kind may
be fitted to each of the twin hulls.,, are two elastic heads, formed of similar
materials to those of which the propeller x is formed, the foremost extremities
of the planks of which each head is composed being moveable on a pivot, as
already mentioned. Each of these heads is formed of two elastic planks,
strengthened by any suitable elastic materials, the extremity of one plank
being moveable on the pivot at the outer side of the case of one of the keels
k, k, and the other being moveable on the same pivot at the opposite side; the
other head is moveable in a similar manner on the pivot in the fore part of
the keel case at the opposite side of the channel; one of these heads is seen
in Fig. 1, and the other is seen in Fig. 2. When it is required to back the

page_text: vessel, these clastic heads may be worked in a manner similar to that in which
the propeller a is worked, but at other times these heads are intended to assist
in steering or changing the direction of the vessel, by moving either or both of
them towards, one side or the other. They may be raised altogether out of the
water, when this is desirable, their bases or after extremities being moveable
on the pivots. The sterns of the twin hulls may be furnished with elastic pro-
pellers in addition to the propeller a; but I prefer fitting ordinary rudders to
these; but in vessels intended to be propelled on ice, these rudders should be
capable of being made to slide up into a cavity in the after part of the hull,
when it is required to raise the vessel on the ice. An elastic propeller, similar
to that described, and also an clastic head, or either of them, may be fitted to
any ship or vessel or boat of any of the ordinary forms; and in vessels or
boats intended only for the water, they may be fixed permanently to the sides
of the vessel or boat, or they may be made to move on pivots or pins fixed in
the sides of the boat or vessel, or they may be made to pass within the hull
through water-tight cases; and a winged acrostat, similar to that described,
may be used with a hull of any of the ordinary forms, with or without the
elastic propeller and elastic head, or either of them; or twin hulls, or three
hulls united, as herein described, may be used, either with or without the
winged aerostat or the wings a, a; and I claim these several parts of my
Invention, if used separately as well as conjointly, but I prefer the combination
of all these, as represented in the Drawings.
Third, my improvements consist in the application of vacuum chambers, or
of vacuum and medium chambers, constructed on the principles described in my
former Specification of improvements in aerial navigation, or of modifications
of the same, for the purpose of raising weights, or diminishing the force of
gravitation, or for working machinery, or for any other purposes for which the
same may be suitable. Fig. 10 represents a form of aerostat or balloon suit-
able for raising weights in cases in which locomotion is not required; Fig. 11
is a vertical section of the same. Two or more of these may be applied to
working machinery, or assisting to work machinery combined with other power,
by causing the balloons or aerostats to rise and fall alternately, by exhausting
the air from the vacuum chamber of one or more of the balloons or acrostats,
and at the same time causing the fanners to impel the air against the lower
surface of the vacuum chamber, and at the same time admitting the air into
the vacuum chamber of the other balloon or balloons, and causing the wings
or fanners of the latter to be closed downwards, and their action to cease or
otherwise, by causing the balloon or balloons, when they have arrived at the
highest elevation desirable for the purposes required, to be inverted, so that

page_text: the pressure on the surface of the vacuum chamber shall act downwards instead
of upwards, in which case the exhaustion is continued in the vacuum chamber,
and the wings or fanners continue to act; but by reason of the balloon being
in an inverted position, they strike upwards instead of downwards, and impel
the air against the surface of the vacuum chamber, which, in consequence of
the inversion of the balloon, is above that portion of the balloon which is filled
with air or gas, by which means it is caused to descend while the balloon or
balloons (which is or are in the position represented in the Drawings with the
vacuum chamber below, and the wings or fanners so placed that they strike
downwards,) is or are ascending. V is the vacuum chamber, m is the medium
chamber, and H is an air channel.
Having now described the nature of my said Invention, and in what manner
the same is to be performed, I declare that what I claim is, the adaptation of
the principles and combinations for which I obtained former Letters Patent,
bearing date the Thirtieth day of January last, under the title of "Improve-
ments in Aerial Navigation," or of modifications of the same, or of certain parts
thereof; and also the other improvements, as herein specified, to the navigation
of the water, and also to locomotion on land or upon ice, and to any other
purposes to which the same may be applicable.
In witness whereof, I, the said Benjamin O'Neale Stratford Earl of
Aldborough, have hereunto set my hand and seal, this Twenty-eighth
day of November, One thousand eight hundred and fifty-four.