IMPROVE- MENTS IN APPARATUS FOR THE PREVENTION OF SEA SICKNESS
Year: 1884

page_text: I, WILLIAM DODSHON, of 4 Fitzroy Road N.W, London, in the County of
Middlesex, Jeweller, do hereby declare the nature of my invention for "IMPROVE-
MENTS IN APPARATUS FOR THE PREVENTION OF SEA SICKNESS" to be as follows :—
Seats, hammocks, berths, cabins, saloons, platforms or other apparatus upon
which any person or persons may place themselves who wish to be free from
thie motion of a ship at sea, are made to move in opposition to the motion of
the ship.
For the purpose of saving needless repetition throughout this description I shall
speak of the seats, berths, hammocks, cabins, saloons, platforms, and other apparatus
as "seats and other apparatus," and this may be taken to include them all unless
any one, or more, is expressly spoken of.
The seats and other apparatus are operated by mechanical means in such a
mannor as to be moved in the opposite way to that in which the ship moves by
the motion of the waves-that is to say that when the ship rises on a wave the
seats, and other apparatus fall in relation to the ship to the same extent as the
ship rises, by this means the seats and other apparatus remain as nearly as
possible motionless as far as vertical motion is concerned; the motion being only
apparent and not real.
When the ship falls by the sinking of the waves the seats and other apparatus
rise in relation to the ship, and so on for every up and down motion of the ship.
The rolling and pitching motion may be overcome by swinging the different
apparatus containing the passengers after the manner of a hammock or by mounting
on gimbles like a mariners compass.
The saloon and platform may be one structure, the platform forming a pro-
menade deck, in this case a kind of hooks-joint fixed between the roof of the
saloon and the underside of the deck of the platform allows of the swinging
motion..
Vertical motion is imparted to the saloon by two racks and pinions placed one
at each side of the saloon, the racks work in roller guides the tops of the racks
form two of the bearings of the hooks-joint, the pinions are fixed on the lower deck
or otherwise.

page_text: A winding drum is attached to each of the pinions round which is wound the
cable from a winding engine of the type used for ship steering purposes, these
engines can have their motion very rapidly reversed. The engine winds the
saloon up, but the falling is effected by its own weight when the engine is
reversed. The necessary movements are communicated to the seats and other
apparatus that are to be free from motion by a cable attached to them and passing
over a pulley above, of course this does not apply to the saloon, and then round
the winding drum of the engine.
To the other end of the cable is attached a counter weight, which equals the entire
weight of all the seats and other apparatus and the passengers they contain.
The counter weight may be an iron cage which can be filled with heavy material
of any kind, or it may be a tank containing water; if it should be desired that it
should have very little space to move in for convenience sake, the cable instead
of being connected directly to the counter weight can be passed round two or
three sheaves of a pair of pulley blocks, and the counter weight can be suspended
from the hook of one of the blocks. Of course the weight of the counter weight
must be increased according to the number of the sheaves of the pulley blocks.
This part may be placed in the hold of the ship.
The general features of the engine are as follows-a pair of cylinders the pistons
of which drives a pair of disc cranks, on the crank shaft is fitted a pair of eccentrics
that work a pair of double cylindrical piston valves, one for each working cylinder.
In the middle of the crank shaft is fixed a worm that drives a large worm wheel
which drives the before mentioned winding drum. To the other end of the shaft
on which is mounted the worm wheel and the winding drum is attached the
regulating arrangement, to be described hereafter.
Let it be supposed that the engine is running so that the winding drum turns
over to the right, then two passages which I will call A, A, supply steam to the
piston valves, one for each cylinder and two passages which I will call B, B, carry
away the exhaust steam. The passages A, A, terminate in one of the ports of the
reversing valve, say the top one, and the passages B, B, terminate in the bottom port
of the reversing valve, the centre port being the exhaust port of the reversing valve.
Now steam from the boiler is supplied direct to the reversing valve case and when
the port opening into the passages A, A, is opened by the valve the steam enters
the passages and the winding drum turns over to the right, the exhaust takes
place through the passages B, B, through the valve and out of the centre port of
the reversing valve.
To reverse the motion of the engine the port communicating with the passages
B, B, is opened to the steam and the other port closed to it, so that it will be scen
that the passages A, A, and B, B, become alternately steam and exhaust passages
as the engine is reversed.
I do not confine myself to the use of the double cylindrical piston valve, the
ordinary square valve with three ports will do equally well if the valve is kept
down with a spring arrangement at the back-that is pressed on to the valve face,
or a small steam cylinder may keep the valves on the faces.
The reversing valve may be of a circular form if prefered.
On the face of the reversing valve there are three ports as explained above.
The valve is of a double kind and performs three parts namely starts, stops, and
reverses the engine, the starting portion being a thick square plate of metal with
ports cut through it corresponding to the ports on the face of the valve, they may
be a little narrower, a spindle is fixed to this plate and passed through a stuffing
box in the valve case. To the other end of the spindle is attached the armature
of an electro magnet to be explained hereinafter, on the top of the metal plate an
ordinary box valve such as is used for the ordinary three ported slide valve is
placed, a spindle is attached to this box valve and passes out through a stuffing
box on the opposite side to the other stuffing box. The two faces of this valve are
just capable of closing the top and bottom openings of the plate at one time.
Now when the plate is in such a position that the openings coincide with the

page_text: openings or ports on the valve face and the top box valve faces close the two end
openings of the plate, it is clear that no steam can enter the engine which is
therefore stopped; both the box valve and the plate being in their middle position
the slightest movement of the plate either to the right or left will admit steam
to the top or bottom port and the engine turns to the right or left as the case
may be.
Suppose the armature draws the spindle out then the steam enters the passages
A, A, and the engine starts and operates some mechanism, that will be explained
further on, that moves the spindle of the box valve and causes the valve to follow
up the movements of the plate and thereby close the ports, and stop the engine
after it has run a certain tiine, which can be regulated.
If the armature of the magnet pushes the spindle in then just the reverse
action takes place and the engine runs the opposite way and is stopped automatically
as before.
The valve is balanced in order that the magnets may have as little work as
possible to do in moving it.
The engine after stopping itsself cannot by any action of the magnet be caused
to start again the same way, but must run the reverse way--that is to say that if
the last movement of the engine was to wind the drum to the left, then in
no case can the engine wind the same way again without first winding the
reverse way.
This is a very important feature. The engine stops automatically after winding
or unwinding the cable a certain distance corresponding to the height of the wave
at the time, or more properly to the height of the rise and fall of the ship.
It is also arranged that the attendant has control over the amount of cable that
is wound or unwound while the engine is in motion.
When the winding drum of the engine turns one way the seats and other
motionless parts appear to rise and when the drum turns the reverse way they
appear to fall, for example, suppose the sea causes the ship to rise a height of four
feet, then the engine must unwind four feet of cable and the seats and other
apparatus containing the passangers fall four feet. Thus neutralizing the motion
of the ship. When the passenger's part falls the counter weight rises and when
the passenger's part rises the counter weight falls.
The engine can be adjusted so that the apparatus moves through a few inches or
a number of feat.
Now should the height of the rise and fall increase to four feet six inches the
engine can be regulated to suit that or any other variation, this is effected in the
following manner-to the end of the shaft of the winding drum of the engine is
connected an adjustable train of wheels such as are used for screw cutting lathes
with change wheels, for rough adjustment.
The train rotates a long screw which causes a nut working in guides to traverse
back and fore according to the direction in which the engine runs.
Fixed to the nut is an upright which carrios another long screw, this is the
adjusting screw, by turning this screw by means of the handle at the top a nut
is made to change its position on the upright, which acts as a guide to the nut;
at the back of the nut is two studs, or a collar that embraces the long arm of a
leaver the short arm of which works the cut off, or stopping valve of the engine.
Now if the last mentioned nut is in such a position on the long arm of the lever
as to cause the engine to stop after winding four feet of cable and it is desired that
it shall wind four feet six inches, then by turning the handle of the screw the nut
can be lowered on it guido and slides down the leaver and works it from a greater
distance from its centre thereby the main screw, or the screw worked by the train
of wheels has to move its nut, and the upright which forms part of it, through a
longer path in order to effect the cut off, that is the engine runs for a longer time
and more cable is wound and this can be done while the engine is working thereby
allowing of the most delicate adjustment.
The speed of the rise and fall must be regulated by the steam valve,

page_text: If the seats and other apparatus rise and fall faster than the movements of the
ship, then less steam must be allowed to the engine. The before mentioned
movements of the engine are caused to act in unison with the rising and falling of
the ship by an electrical apparatus, which may be described as follows-
A wire from one pole of any suitable electric generator, such as a dynamo or a
secondary or primary battery, is divided at any suitable part into two, or joined
to two wires, each of these wires form the coils of an electro magnet. The two
electro magnets are placed opposite each other, and are of the horse-shoe form;
they are placed at such a distance apart that the armature that is between them
may be readily attracted from one to the other, as one or the other of the magnets
are excited.
The armature is mounted on an extension of the starting valve spindle of the
engine moving in bearings of brass fixed on, or through, the connecting pieces that
joins the two legs of the magnets.
A spiral or other spring is attached to the armature so that it has a tendency to
keep the armature in the middle position between the two magnets, there are also
two india-rubber pads through which the spindle passes, and two adjustable screw
nuts on the spindle prevent the armature from coming into actual contact with the
magnets by their buffer action against the pads, or I may place any nonconducting
substance on the armature for the same purpose.
The ends of the wire from the coils are brought out and form two contact points
placed near each other, say two inches apart, they are insulated, and made adjustable
by screws, the contacts may be of any approved pattern such as Siemen's platina
point making contact on a plate of amalgamated silver covered with alcohol.
A contact piece in the form of a lever pivoted in the middle and placed over the
⚫ points and kept from contact with either point by a spring, which may be a spiral,
Hat, or any other kind of spring.
The spring is capable of nice adjustment by means of a screw so that it may be
stronger or weaker as may be desired.
A wire is connected to the lever and is led direct to the other pole of the electric
generator.
The two wires from the coils and the wire that connects the lever with the
generator may be formed into a cable in order that the contact apparatus may be
placed in any suitable position away from the engine and generator.
By being depressed at one end the lever is brought into contact with one of the
points, and the circuit is completed through one of the coils and excites the electro
magnet, which immediately attracts the armature.
When the pressure is removed the lever returns to its normal position. By
being raised at the same end the lever is brought into contact with the other point,
and the circuit is complete through the other electro magnet, and the armature is
drawn to this magnet, the other not being excited.
It will be seen that the circuit will be complete through one or the other of the
coils according to which point is in contact with the lever.
The magnets can only be excited one at a time.
I have now to explain the method that I adopt for the purpose of causing the
contact arrangement to act with the motion of the ship, so that contact with one
point shall be made when the ship rises and contact with the other when the
ship falls.
One plan is as follows to one end the contact lever is attached, or suspended
from it, a metal case containing mercury, this weight is balanced by the spring that
keeps the lever from contact, or the weight may be platina or any other heavy
metal, and it may be any shape and any suitable size.
When the ship falls with the motion of the waves then stops and commences to
rise, the heavy weight has a tendency to go on downwards and to resist the
upward motion thus causing contact between the lever and one of the points,
when the ship rises the other point is brought into contact through the inertia of
the weight.

page_text: Although this action is certain enough at a moderate speed of rise and fall yet it
is a question whether it will act satisfactorily with the movements existing at sea,
so to supplement the above action, I fix at the head of the ship or in any other
suitable place a tube that passes over the side into the sea for a distance below the
bottom of the ship, this tube is held in position by three light cables two going
fore and aft and one passing under the bottom to the other side of the ship.
In some cases the tube may be passed through the bottom of the ship passing
out through a stuffing box, at the bottom of the tube is fixed a short piece of
larger tubing, in which is fitted a spindle moving up and down with as little
friction as possible, a screw prevents it from coming out although it is free to move
up and down for an inch or two.
A hollow sphere, or fish or cigar shape, made of copper, or any other suitable
material, is filled, or partly filled, with water.
If the fish or cigar shape is used a tail may be fixed to it for the purpose of
causing it to present a surface of least resistance to the water.
This sphere or fish shape is mounted on the above mentioned spindle in such a
manner that it is free to turn round, the spindle being through the centre.
Attached to the spindle and passing up the tube is a silk cord, or a steel or
copper wire, this is fixed at the top to one end of the contact lever before
described.
It is known that the motion of the waves is greatest at the surface and that at
no great depth the sea is free from motion therefore at no great distance below the
ship the water will have a perceptible difference of motion to the ship, which
difference will be quite sufficient in conjunction with the effect produced by the
inertia of the material attached to the contact lever to work the apparatus.
The action is this the ship on rising is moved by the motion of the water in
which it floats, but the copper sphere is situated in water that has less motion-
therefore when the ship rises the sphere has a tendency to go with it, but the
water in which it lies not having the same motion a resistance is offered to the
sphere, this resistance assists the action due to the inertia of the weight attached
to the contact lever and contact is made, and the electro magnet works the starting
valve and the engine starts causing the seats and other apparatus to appear to
move in opposition to the motion of the ship, thus neutralizing the up or down
motion as the case may be.
It is this motion that I consider to be the cause of sea-sickness.
When the ship falls the resistance of the water and the weight of the sphero and
other parts cause contact to be made with the other contact point and the reverse
action of the engine and other parts takes place.
It is obvious that the weight of the sphere may take the place of the mercury
weight.
A third plan is to have a balloon, or large disc placed in some suitably exposed
position on the deck offering a large area to be resisted by the air as the ship rises
and falls, this is ballanced in the same way as the copper sphere, and connected by
a spindle to the contact lever.
Two sails are arranged on a pivoted bar, one acting as a shield to the disc or
balloon to protect it from the direct action of the wind; and the other to act like
the vane of a weather-cock to keep the shield before the wind and protect the disc
or balloon.
This arrangement is added to and assist the first described arrangement for
causing the contacts.
I may use several different forms of contacts or transmitters.
In one form of the microphone type I use carbon, or any other material of which
a microphone can be made, for the contact lever, or in this case transmitting lever,
the carbon lever lightly touching on two carbon blocks.
It is well known that by varying the pressure between two pieces of carbon in
contact and forming part of an electric circuit, a difference in the strength of the

page_text: current is produced, that is that the greater the pressure the greater the intensity
of the current.
The two carbon blocks are connected to the two ends of the wires that formed
in the first plan the contact points.
There will be a current passing continuously through both the coils of the
magnets and the strength of the magnets will vary according to which carbon
block receives the most pressure from the carbon lever, and the armature will move
from one magnet to the other as before described, although the current is never
broken; and it will be noticed that if the strength of one magnet is increased the
strength of the opposite one is necessarily diminished.
I may use Edison's carbon button transmitters instead of the two carbon blocks,
in which case the lever can be made of metal.
By another plan I work the magnets by the principle employed in Edison's loud
speaking telephone, but instead of the variations in the pressure on the carbon
being caused by sound it is caused by the inirtia of a weight as described for the
other plans.
The chalk cylinder, or other material, works a relay which controls the current
to the electro magnets.
I may use an induction coil as in the above telephone.
This and the other arrangements on the microphone plan are so sensitive that
they take up the vibrations of the ship itself; with a view of reducing that the
electrical regulators, transmitters, or contacts, may be fixed upon pads of india
rubber or other material for the purpose of damping out the vibrations, and the
mercury weight may be fitted on a vibrating reed of such a length, which is
adjustable, as not to take up the vibrations of the ship.
The chalk cylinder is worked by clockwork or by a cord and pulley from the
engine.
I may use a number of carbon or other transmitters or regulators joined up so
that the current passes through them in succession.
For the purpose of using less powerful electro magnets they may work a small
steam engine that in its turn works the starting portion of the reversing valve.
Dated this 2nd day of December 1884.

page_text: APP
Sickness.
I WILLIAM DODSHON of 129 Gloucester Road N.W. London in the County of
Middlesex, Jeweller, do hereby declare the nature of my invention for IMPROVE
MENTS IN APPARATUS FOR THE PREVENTION OF SEA. SICKNESS and in what
manner the same is to be performed, to be particularly described and ascertained
in and by the following statement:—
Seats, hammocks, berths, cabins, saloons, and platforms, in or upon which any
person or persons may place themselves who wish to be free from the motion of a
ship at sea, are made to move in opposition to the motion of the ship.
For the purpose of saving needless repetition throughout this description I shall
speak of the seats, berths, hammocks, cabins, saloons and platforms as “saloon and
other apparatus" and this may be taken to include them all unless any one or more
is expressly spoken of.
The saloon and other apparatus are operated by mechanical means in such a
manner as to be moved in the opposite way to that in which the ship moves by the
motion of the waves. That is to say, that when the ship rises on a wave the
saloon and other apparatus fall in relation to the ship to the same extent as the
ship rises, by this means the saloon, and other apparatus remain nearly motionless
as far as vertical motion is concerned; the motion being only apparent and not
real. When the ship falls by the sinking of the waves the saloon and other
apparatus rise in relation to the ship, and so on for every up and down motion of
the ship. The rolling and pitching motion may be overcome by swining the
different apparatus containing the passengers after the manner of a hammock.
The saloon and platform may be one structure, the platform forming a promenado
deck.
Vertical or up and down motion is imparted to the saloon and other apparatus
by means of a cable chain, wire, or other rope attached to them that is wound and
unwound by the drum of a winding engine of the type used for ship steering
purposes, these engines can have their motion very rapidly reversed. The engine.
winds the saloon and other apparatus up but the falling is effected by their own
weight when the engine is reversed. To the other end of the cable is attached a
counter weight composed of iron cages, which can be filled with heavy material
of any kind, or the counter weight may be composed of tanks containing water.
This part may be placed in the hold of the ship.
The apparatus can be worked without the counterweight by fixing one end of
the cable to the winding drum and by regulating the action of the starting valve
as will be explained hereinafter.
The engine stops automatically after winding or unwinding the cable a certain
distance corresponding to the height of the wave at the time, or more properly to
the height of the rise and fall of the ship.
It is also arranged that the attendant has control over the amount of cable that
is wound or unwound while the engine is in motion,

page_text: When the winding drum of the engine turns one way the saloon and other
apparatus appear to rise and when the drum turns the reverse way they appear to
fall. When the saloon and other apparatus fall the counter weight rises and when
the saloon and other apparatus rise the counter weight falls. The before mentioned
movements of the engine are caused to act in unison with the rising and falling of
the ship by an electrical apparatus.
In order that my Invention may be perfectly understood I shall now describe
the Invention and refer to the several figures on the accompanying sheets of
drawings. The same numbers and letters of reference indicate corresponding
parts in all the figures.
The general features of the engine are as follows-a pair of cylinders 1.1" figs. 1,
2, 18 the pistons of which drive a pair of cranks 37" 37" on the crank shaft 37 is
fitted a pair of eccentrics 24, 24* that work a pair of slide valves f, f¹ fig. 12 one
for each working cylinder. In the middle of the crank shaft is fixed a worm which
drives a worm wheel this wheel drives the before mentioned winding drum, to the
other end of the shaft on which is mounted the worm wheel and the winding
drum is connected the regulating arrangement to be described hereinafter. When
no counter weight is used the drum may have a spiral groove in it into. which the
cable winds and unwinds one end of the cable being fixed to the drum, or it may
be without the groove.
The object of the worm and wheel is to cause the drum to turn at a reduced
speed to that of the crank shaft and also to ensure that the load on the drum shall
be incapable of turning the crank shaft, when the engine is stopped, that is the
load turning the engine back.
I prefer to place the worm on the end of the crank shaft and drive the train of
wheels from the centre as shewn in fig. 1, 3, and 13 sheets 1 and 2. I do not
confine myself to the particular ratio as shewn in drawings of the drum, worm,
and worm wheel, I have shewn what I consider to be the best proportion.
Fig. 1 represents a plan of the engine with the magnet removed in order that
the regulating arrangement may be seen. Figs. 2 and 3 represent end elevations
and fig. 13 a front elevation. The eccentrics 24 and 24" work the valve spindles 50
and 50 of the box or slide valves fand f¹ fig. 12 which is a section through E. F
fig. 2, these valves are kept down on the valve faces by the springs r and the
back of the valves slide on seatings h and h¹ fitted into the valve cases, the springs
pressing on the seatings and not on the valves directly, the details of the springs
seatings and slide valves are shown in fig. 10 sheet 1.
Fig. 9 shews the arrangement of the ports on the valve faces of the cylinders 1
and 1 that shewn in the fig. being the valve face of the cylinder 1ª.
The opening b¹ is in communication with the port be as shewn by the dotted
lines. Fig. 7 sheet 1 shews one of the valve chests 2" and the valve arrangement
by which the starting, stopping and reversing is effected the latter being in section.
Let it be supposed that the saloon and other apparatus are rising in relation to
the ship, that is when the ship is falling, and that the winding drum 78 is turning
over to the left then two passages b and b¹ Fig. 6, 7 supply steam to the slide
valves f, and pass into the cylinders 1, 1ª by the passages K and K¹ and the
crank 37 turns over to the left, the two passages a and a' convey away the exhaust
steam the passages 6, 6' terminate in one of the ports of the reversing valve as
shewn at g figs. 6, 7 and 8 and the passages a, a terminate in the port t of the
reversing valve, the centre port being the common exhaust and the exhaust
pipe of the engine.
Steam from the boiler enters the reversing valve case by the passage p and steam
pipe pl. Now when the valves 15 and 16 are in the position shewn the steam
enters the port g, goes along the two passages b, b₁ and the engine turns the crank
shaft 37 over to the left as explained above. The exhaust takes place through
the passages 8, 81 a, a' through the valves 15 and 16 and out through port of
the reversing valve. The motion of the engine is reversed (after it has stopped
itself that is by the valve 16 having closed the opening g¹) by the magnet 20 fig. 13

page_text: and 4 drawing the armature 18 and with it the spindle 11 out, both the valves
being in fig. 7 shewn in the position of their in stroke, the steam would then enter
the passage a, a¹ and s, s' and the engine would turn the reverse way that is the
crank turns over to the right, it will be seen that the passages b; b¹ and a,
a¹
become alternately steam and exhaust passages as the engine is reversed or as the
valve is moved by the magnets fig. 8 shews the face of the reversing valve the
opening p being the passage by which the steam enters the engine from the pipe p¹.
The passage a¹ it will be seen in figs. 6, 7, and 12 allows the steam to pass from.
the passage a to the two valve cases of the cylinders 1, and 1ª or the exhaust
steam to pass from the two valve cases into the passage a and out through the
centre port this last condition is shewn by the position of the valves in fig. 7.
What I have termed the reversing valve really performs three parts namely―
starts, stops, and reverses the engine. The starting portion being a thick plate of
metal 15 fig. 6 and 7 with openings through it corresponding to the ports t, ac, g,
on the face of the valve but they are narrower, this plate is moved by a spindle 11,
which passes through a stuffing box in the valve case 5, to the other end of the
spindle is attached the armature of an electro magnet 18 fig. 4 and 13, to be
explained hereinafter, on the top of the metal plate an ordinary box valve 16 is
placed the two faces of this valve are just capable of closing the top and bottom
openings t¹ and g¹ of the plate at one time. Now when the plate is in such a
position that the openings coincide with the openings or ports t, x, g on the valve
face and the box valve faces close the two end openings t¹ and g¹ of the plate 15, it
is clear that no steam can enter the engine which is therefore stopped. Suppose
the armature 18 pushes the spindle 11 in then the steam enters the passages g, b, b¹,
and the engine starts and operates some mechanism, that will be explained further
on, that moves the spindle of the box valve and cause the valve to follow up the
movements of the plate and thereby close the ports, and stop the engine after it
has run a certain time, which can be regulated.
If the armature 18 of the magnets 20 and 21 draws the spindle out then just
the reverse action takes place and the engine runs the opposite way and is stopped
automatically as before.
The valve is balanced by a piston 17, fig. 7 working in a small cylinder 6 in
order that the magnets may have as little work as possible to do in moving it.
A link connects the piston to the valve, any steam that may pass the piston is
conveyed to the exhaust pipe by the small pipe 58* fig. 2.
The engine after stopping itself cannot by any action of the magnot be caused to
start again the same way, but must run the reverse way-that is to say that if the
last movement of the engine was to wind the saloon and other apparatus up then
in no case can the engine wind the same way again without first winding the
reverse way. This is an important feature.
The engine can be adjusted so that the apparatus moves through a fow inches or
a number of feet. Suppose the ship has been rising and falling a height of four
feet, for example, and that the rise and fall increases to four feet six inches, the
engine can be regulated to suit that or any other variation, this is effected in the
following manner to the crank shaft 37 Figs. 1, 3 and 5 is connected an adjustable
train of wheels with change wheels 33 and 34 This is the same principle as is
used for screw cutting lathes.
Fig. 5 shews the details of this part, 30 is the wheel fixed on the crank shaft
that gives motion to the train the wheel 30 drives the wheel 33, the wheels 33
and 34 are both mounted on the arbor 33ª and revolve together 34 drives the
wheel 35 fixed to the end of the screw 38, by altering the ratio of the wheels 33,
and 34 a great many variations of the speed of the backward and forward move-
ments of the nut 23 in relation to the speed of the crank shaft 37 can be produced,
for instance if a wheel larger than 33 is put on the arbor in place of it or a smaller
wheel in place of 34 then the nut 23 will move slower, if a smaller wheel than 33
be put on the arbor in place of it or a larger in place of 34 then the nut 23 will
move faster. The slotted radial arm 31 allows of wheels of various diameters being

page_text: made to gear or to press in contact with one another. The frame 32 has a circular
slot by which the radial arm is fixed in position by the bolt 32. These wheels may
be gear wheels or wheels with india rubber on their peripheries so that they may
be rotated by friction as it takes very little power to turn the screw, in which case
there will be no noise. The rough adjustment of the regulator is made as described
while the engine is at rest.
The train rotates the long screw 38 which causes the nut 23 to traverse back.
and fore according to the direction in which the engine runs. Fixed to the nut is
a long flat bar 3 which carries the long screw 98 Fig. 13. This is the adjusting
screw, by turning this screw by means of the handle 7 at the end the nut 26 is
made to change its position on the bar 3 which acts as a guide to the nut, on the
nut is formed a collar y that embraces the long arm of the lever 25 the short
arm 55 of the lever works the cut off, or stopping valve 16 of the engine.
The pin at the end of short arm of lever works in a block that slides in the
slotted piece at the end of the spindle 12 or the lever 55 may be connected to the
spindle by a link. On the end of the bar 3 is a carriage 82 which supports the
end of the bar 3 and forms a bearing for the screw 98 the two rollers shewn allow
the carriage 82 to move easily along the guide 54.
Now if the nut 26 is in such a position on the long arm of the lever as to cause
the engine to stop after winding four feet of cable and it is desired that it shall
wind and unwind four feet six inches, for example, then by turning the handle 7
the nut is moved along its guide and works the lever 25 from a greater distance
from the centre on which it turns thereby the screw 38 has to move the nut 23
and the bar 3 which forms part of it through a longer path in order to effect the
cut off, that is the engine runs a longer time and more cable is wound or unwound
and this can be done while the engine is working thereby allowing of the most
delicate adjustment. When the regulator is once set the rising and falling of the
saloon and other apparatus can never exceed the height for which the regulator is
set. The speed of the rise and fall must be regulated by the steam valve 8 Fig. 1
and 2. If the saloon and other apparatus rise and fall faster than the speed of the
rise and fall of the ship, then less steam must be allowed to the engine, if slower
more steam.
.
Fig. 4 sheet 1, is a diagram of the electrical apparatus. A wire 62 from the
pole 62° of the dynamo 60 is joined to two wires 64 and 62b at any suitable part,
the fig. shews a convenient form, each of these wires form part of or are connected
to the coils of an electro magnet 20 and 21 the two electro magnets are placed
opposite each other and are of the horse shoe form, they are placed at such a
distance apart that the armature 18 that is between them may be readily attracted
to one or the other, as one or the other of the magnets is excited. The magnets
and fittings are mounted on a strong wooden frame 19 and the various parts may
be insulated by vulcanite. The armature 18 made of soft iron is mounted on a
brass rod 11d connected to the starting valve spindle 11 of the engine the stroke of
the valve is regulated for the in stroke of the spindle by the screw nut el striking
against the india rubber pad d or I may use wood instead the object being to
prevent noise, or it may be a metal stop, the out stroke of the spindle is regulated
by the nut e striking against the pad d, this nut cannot turn but when the
handle 29 is turned the nut moves along the frame 22 which acts as a guide to it
and the stroke of the valve 15 is made longer or shorter by this means, the port t
can be contracted, or widened for the purpose of meeting any variation in the
weight of the saloon and other apparatus, for instance when the apparatus is
worked without the counter weight only sufficient steam is required to pass into
the engine to cause the drum to turn at the same speed when the saloon and other
apparatus fall as the drum will turn at with full or normal quantity of steam for
the rising of the saloon and other apparatus the steam that works the engine for
the fall enters the port t, of course passengers using or leaving the apparatus varies
the relation of the weight of the seats and other apparatus to the weight of the
counter weight, A less powerful engine will work the same apparatus with the

page_text: counter weight than would be required when no counter weight is used as the work
it has to do is only to displace the balanced weights of the saloon and other
apparatus and the counter weight.
The pads prevent the armature from coming into actual contact with the
magnets by their buffer action. The stroke of the valve 15 being variable and the .
magnets 20 and 21 being fixed the armature if solid would work at various
distances between the poles of the magnets therefore to make the faces of the
armature always work at the same distance from the poles of the magnets the
armature is made in two halves kept in contact by the springs and bolts 18d fig. 4a
the half 180 is bolted to rod 11d as shewn at 11° the end of the brass rod 11° is
secured to the half 18° of the armature in such a manner that it is free to turn
round, this swivel connection is shewn in dotted lines on 18°, but it moves with
the armature when that is moved by the magnets, it will be seen that when the
rod 11 is turned that the two halves of the armature are drawn closer or moved
further apart according to the direction in which the rod 11 is turned by the
screw 11° working in the nut 18" formed in the half of the armature 18b by this
means when the wheel 29 is turned so that the nut e is traversed up the rod 11"
towards the armature the rod 11° screws out of the nut 18 and the face of the
armature 18 is always at the same distance from the poles of the magnet 20
whether the wheel 29 is turned to the right or left. The wheel and pinion 29
and 29 shews a convenient method of regulating this part, and gives the attendant
control of it while standing by the other regulating wheels 7 and 8 fig. 1 and 13,
the wheel and pinion 29 and 29* are not shewn in these figs. for the sake of
distinctness, the pinion may be dispensed with and the wheel 29 fig. 4 only used.
In starting the engine the stroke of the plate or starting valve is regulated by
the hand wheel 29 or by the hand wheel 29°, if that arrangement is used, so that
the saloon and other apparatus move at the same speed for the up as for the down
movement, then regulate by the handle 8 so that the cut off acts simultaneously
with the action of the magnets, the cut off can be observed by the action of the
pointer 12 attached to the short arm of the lever 55 or by the stopping of the
engine, then regulate by the hand wheel 7 so that the height of the rise and fall
equals the height of the rise and fall of the ship, the attendant will be guided in
this by communications from the occupants of the saloon and other apparatus,
which may be made by telephone or otherwise. If any rising and falling motion
is felt then the saloon and other apparatus will be either rising or falling a greater
or a less distance than the ship is rising and falling.
It is well known that by varying the pressure between two pieces of carbon
lightly touching each other and forming part of an electric circuit a difference in
the intensity or strenght of the current is produced that is, that the greater the
pressure the greater the strenght of the current The box 85 fig. 14 contains a bell
crank 86 the line 88 passes through the side of the ship 89 to the case 110 con-
taining the apparatus which I may call the "
pressure maker a plan of which is
shewn in fig. 16, 63b is a carbon lever fixed in a brass shoe 67 the line 88 is
connected to it by the ring 74, 638 is a spring which is fixed to the stand 70 the
spring must be strong enough to balance the weight of the sphere and its con-
nections when in the water, to be explained hereinafter.
"
The brass piece 71 in which the lever is pivoted has a block of vulcanite 66
fixed in it to which the brass holders of the carbon blocks 62 and 64b are attached
by which the blocks are insulated from the lever, 73, 73 are milled heads for
regulating the pressure or the distance between the blocks and the lever. In
adjusting this part the spring 63% is first regulated until the lever 63b stands at
right angles to the brass piece 71 then the carbon blocks are adjusted by the
milled heads 73 and 73 until the pressure is equal on both and they are found to
be in the most sensitive position which will be found when the lever has only a
very slight amount of play or movement,

page_text: Fig. 15 shews the means by which the blocks are connected to 73, 73ª by the
swivel cramp 73¹ the screws 72, 72ª are clamping screws to fix the adjusting
screws 73, 73 fig. 10.
Fig. 15 shews a plan of one of the carbon blocks, the flat on its side prevents its
turning, and its holder and the manner of fixing the holder on to the vulcanite 66.
A slight increase in the pressure that either of the carbons receive determines
which magnet shall be excited, or which shall be most powerfully excited by
increasing the resistance at one end of the lever and lessening it at the other.
Fig. 16 shews an obvious modification of the pressure maker. The carbon
block 63b is fixed on the end of the spring, any pull on the line 88 causes the
current to pass through the spring 63 and through 62b when the line is relaxed
the current passes through 64,
I may use Edison's button transmitters instead of the carbon blocks in that case
the lever is made of metal, fig. 16' shews this arrangement, each button of carbon
is placed between two disks of metal say of brass platinized on the surfaces that
touch the carbons, these disks and the buttons are placed in two hollows a³, a³,
formed in vulcanite, the drawing shews one button in section, a is the button,
a*, and a³, the disks, one fixed to the lever, the parts a7, and a³, are of metal
screwed to the vulcanite.
In the modifications shown in figs. 10ª it will be seen that the arrangement is
the same as in figs. 16° with the exception that in fig. 16" the carbon piece 63b is
replaced by a metal one and the carbon blocks by the carbon buttons and disks.
The binding screws and brass rods 63' 62', 64 connect the pressure maker to the
wires 63, 62, 64. The insulated wires 62, 64 are wound on the cores of the
magnets as shewn in fig. 4 the wires 62 and 64 terminate in the carbon blocks 62ª,
64, a carbon lever 63 pivoted in the middle 71 and balanced by a spring 638 this
part is shewn in detail in figs. 15 and 16. The spring is capable of nice adjust-
ment by means of the screw 09 so that both carbons may receive the same pressure.
When the pressure maker is placed so that the line pulls on it vertically instead
of horizontally as in fig. 14 (it may be placed vertically when the tube 87 passes
through the ship as in fig. 24).
ก
A weight of mercury or other heavy metal may be attached to the end of the
lever on which the ring 74 is fixed. In fig. 14 the weight is shewn at N, it is
better that the weight should be near the pressure maker as it then does not have
to act through, the more or less, elastic line.
Fig. 4 is a diagram of the electrical apparatus the wire 63 from the pole 63° of
the dynamo passes to the double binding screw 101 and the wire 63° goes from the
binding screw to the carbon lever 63b, if the lever 63 is depressed at one end the
pressure is increased on one carbon block and diminished on the other suppose
the block 62 receives the pressure then the current passes from the dynamo 60
along the wire 63 through the double binding screws 101 along the wire 63
through the lever 63, through block 62ª along the wire 62b through the convo-
lutions of the magnet 20 through the metal bar 62d and wire 62 to the pole of the
dynamo 62° and the armature 18 is attracted to the magnet 20. Should carbon 64b
receive the pressure the current passes as before to the lever 63 through 64b along
the wire 64 through the convolutions of the magnet 21 along the metal bar 62d
and wire 62 to the pole of the dynamo 62° and the armature is attracted to the
magnet 21, the loop in the wire 64 shews that it passes the wire 62° and is not
connected to it, when the pressure is removed the lever returns to its normal
position by the action of the weight 104 connected to the lever.
Two adjustable springs 28, 28* which press against two studs 64 and 64°, tends
to keep the armature in the middle position between the two magnets and tends to
make the apparatus more sensitive as the magnets attract more readily from the
middle position between the two magnets than they would from magnet to magnet,
the rollers marked 2ª and 2ª figs. 4° and 13 allow the armature to move easily on

page_text: its bearings. The three wires going from the magnets to the carbons may be
formed into a cable for the convenience of placing the pressure maker in any
Buitable position away from the engine, the same may be done with the two wires
that go to the dynamo 60 see Fig. 13, of course each wire must be insulated.
The action of the armature and spindle might be obtained by a single circuit or
current that is by cutting one of the magnets out of the circuit. The armature
being attracted when contact or pressure is made and a spring withdrawing the
armature and spindle when the current is weakened or broken, but the single
magnet would have to be stronger than each of the magnets in the plan herein-
before described.
The driving belt for the dynamo is shewn at 61 figure 13.
In cases where the electric light is installed or board the ship the current may
be obtained from the same source, when that is not the case the dynamo may be
driven by a steam engine, a secondary battery may supply the current.
The carbon employed for the lever and the blocks is preferably the best kind of
carbon used for the arc electric light, the same may be used for the buttons as.
shewn in Fig. 16 and 16 or the finest quality of selected lamp black, plumbago,
iodide of copper, black oxide of maganese, finely divided metals and peroxide of
lead, reduced to powder and moulded into buttons by heavy pressure may be
employed.
The carbons or, other materials should have their touching surfaces well fitted so
that when they are pressed together they touch at a number of points or have a
large surface in contact, the carbons or, other material, must be of a sectional area
large enough to prevent heating.
By moving the carbon blocks further from the lever by turning the milled
heads 73, 73 the apparatus may be made to work on the make and break system
that is they would become simple contacts.
I have now to explain the method that I adopt for the purpose of causing the
pressure maker to act with the motion of the ship, so that pressure is put upon one
carbon when the ship rises and pressure on the other when the ship falls.
A tube 87 shewn in figs. 14, 23, 24 and 25 passes down the side of the ship into
the sea for a distance below the bottom of the ship, this tube is held in position
by three light cables, ropes, or wire ropes, 105, 105 and 106 one going towards the
head one towards the stern and one passing under the bottom to the other side of
the ship, or the tube may be screwed, or bolted to the side of the ship. In some
cases the tube may be passed through the bottom of the ship passing out through
a stuffing box 107, fig. 24 shews the two plans side by side, this latter plan is suited
to a ship that has been in dock for the purpose of fitting, the first plan may be
applied to any ship at any time. At the bottom of the tube 87 is fixed a short
piece of larger tubeing 102 in which is fitted a spindle 103 nicely fitted so that it
may move up and down with very little friction, or it may be made to move
between rollers as shewn in fig. 25. A metal case containing mercury, lead or
other heavy material, the case acts as a resisting surface in the water and is by
preference in the form of a sphere 104 and made of copper, The weight of this
case is balanced by the spring that keeps the pressure lever in its normal position.
This case or sphere is mounted on the spindle in such a manner that it is free to
turn round, the spindle being through the centre, attached to the spindle and
passing up the tube is a cord or line, or a steel, or copper wire 88 this is connected
at the top to one end of the pressure lever.
I prefer to place the tube 87 somewhere near the saloon and other apparatus.
If the tube is fixed on the side the tube should be made in angles as shewn in
figs. 24 and 25, the angles 87, 87" contain rocking levers 87, 877 that serve to
prevent the line 88 from rubbing on the inside of the tubes.
In the experiments that I have made I have found a surface of two or three
square feet give good results, I do not confine myself to that particular area.

page_text: It is desireable to have the sphere no larger than is necessary to work the
apparatus so that it may not cause any sensible obstruction to the motion of the
ship.
Speaking generalley the closer the sphere is to the ship the larger the resisting
surface will have to be. The sphere is shewn partly in section. It is known that
the motion of the waves is greatest at the surface and that at no great depth the
sea is free from motion Therefore at a short distance below the ship the water
will have a perceptible difference of motion to the ship, which differance will be
quite sufficient in conjunction with the effect produced by the inertia of the material
attached to the lever to work the apparatus.
I wish to shew distinctly that I consider the action to be due to two different
causes namely that due to the inertia of the weight and that due to the resistance
of the water to the sphere, one tends to act at the instant of the change of motion
and the other maintains a pressure during the rise or fall.
When the ship falls with the motion of the waves then stops and commences to
rise, the heavy weight has a tendencey to go on downwards and to resist the upward
motion thus tending to cause a pressure between the lever and one of the blocks,
when the ship rises the other block receives the pressure through the inertia of the
weight. The action of the resisting surface is this-the ship on rising is moved
by the motion of the water in which it floats, but the sphere is situated in water
that has less motion-Therefore when the ship rises the sphere has a tendency to
go with it, but the water in which it lies not having the same motion as the ship a
resistance is offered to the sphere, this resistance assists the effect due to the inertia
of the weight attached to the pressure lever and pressure is produced, and the
electro magnets works the starting valve and the engine starts causing the seats
and other apparatus to appear to move in opposition to the motion of the ship, thus
neutralizing the up or down motion as the case may be. It is this motion that
I consider to be the principal cause of sea-sickness.
When the ship falls the resistance of the water and the weight of the sphere
and other parts cause pressure to be produced between the lever and the other
carbon.
Fig. 17 sheet 2 shews in elevation two of the sections of the counter weight
there may be as many as thought desireable. Fig. 18 sheet 3 shews four of the
tanks containing water 114, 114, 114, 114. The rollers Z work against the
uprights 117 to keep the tanks steady. The main cable 78° from the drum of
the engine passes over the roller or pulley 84ª, to this cable is attached the
cables 78, 78, 78%, and 78° at the points B, B, these cables pass round the sheaves
of the pulley blocks in the manner shewn in 111, 111ª, 111, 111°, the same expla-
nation will apply to all the sections, 111 is a pulley block made to swivel, the
swivel 113 which is eccentric to the pulley in order that the pulley block may
accomodate itself to the variing angles that the cables make as the main cable is
wound and unwound, for instance, the cable 78° shewn in dots and dashes, shews
the angle when the tank 114 is in its lowest position The line 78° in dots shews
the angle of the same cable when the tank is in its highest position or wound up
by the engine, the pulley 112 also swivels but the swivel is centreal with the
pulley, the pulley is connected to the frame F this allows the tanks to rise and fall
through a greater space than they would if the pulleys were fixed on the tops of
the tanks. The cable passes round the pulley blocks as shewn and the end is
fastened to 111 at E fig. 17 by this arrangement the tanks or cages only move
through a space of one fourth of the space that the saloon and other apparatus pass
through.
If the apparatus is worked on the balanced plan the counter weight must of
course be four times the weight of the saloon and other apparatus, this arrange-
ment is for the convenience of saving space. 116 is the beam to which the
pulley 111 is attached, 115, 115° are supporting rollers over which the cables pass
figs. 17", 17b shews the sheaves of the blocks. I may point out that a front view

page_text: of the blocks 111, 111 is shewn in fig. 17. Whereas when the tanks are in the
position shewn the blocks 111, 111ª would be at an angle as shewn in the plan
fig. 18 sheet 3.
Fig. 19 sheet 2 shews an elevation and fig. 20 a plan of the saloon, 90 is the
3 body of the saloon 91 the promenade deck, 93, 93¹ the bearings upon which the
saloon swings. The guides 92', 92 are fixed to the deck as shewn in figs. 19 and 24,
The uprights 93, 93d on the top of which are the bearings of the saloon have the
12 rollers v, vt fixed to them the rollers work against the guides 921, 92, 92, 92b
and others, the rollers v, v touching the saloon or they may work against guides
the same as 92° and 92b if prefered, when the rollers would be placed to turn in
the same plane as the rollers v³, v¹ that are fixed at the bottom of the uprights 93°,
and 93ª.
I do not claim any novelty for the method of swinging the saloon on the axels
or trunnions.
To the cable 78* from the engine is connected four ropes, wire ropes or cables o, o',
2,9 o passes over pulleys 94, 95, 96 and is attached to the upright bar 93 at *.
The cable or rope g shewn by dotted line passes over pulley 96, 96 and is attached
to the bottom of the upright 93° at k. The cable o¹ passes round the pulley 94'
fig. 24 over 95' and 96° and is attached to 93d at the bottom k*, the cable q¹ passes
over 96, 96 and is attached to the upright 93° at the bottom. The uprights 93°
and 93d may be racks worked by pinions to which are attached drums on which
the cables are wound, but I prefer to connect the cables directly to the uprights as
described.
When the engine winds the cable 78* in the direction of the arrow the saloon
rises and when the engine unwinds the cable is relaxed and the saloon falls.
Fig. 23, sheet 3 shews a ship fitted with my Invention A, is the engine, 90 tho
saloon, 114, 114, 114, the counter weights 87 the tube that passes into the sea,
105, 106 two of the ropes that hold the tube in position, 60 the dynamo, 110 is the
pressure maker on a stand. To fit a ship with the saloon as shewn in fig. 23 will
involve some considerable cost, but in order that the same result namely sea-sickness
prevented or relieved, may be obtained at a compartively small cost and may be
applied to any ship.
I may use the various apparatus shewn in the figs. 21, and 22. 22 is an elevation
and 21, a plan.
118, 118 shews the manner of adapting the Invention to berths To the main
cable 78* from the engine is attached at the points B, Bb the four cables 5º, 5º, 5º, 5º
which pass over the four pulleys each marked 122 and are attached to the structure
that contains the berths at the points L. L. The pulleys are swivel pulleys of the
same kind as described for the counter weight, with this exception that for the
apparatus shewn in fig. 21 and 22, the block has only one sheave or pulley.
The rollers marked H work against the upright marked J to keep the apparatus
steady. The rollers may be covered with indiarubber to prevent noise, this
apparatus only rises and falls, that is it does not swing.
119, 119 shews the application to two rows of seats one row is marked 1, 2, 3,
4, 5 which may also form beds or berths. The frameworks marked M form
girders to support the seats.
120, 120° shews single seats 121, 121ª shews hammocks, any one or all of the
seats, berths or hammocks may be worked by the same cable 78°.
If there is not space enough between the decks for the maximum rise and fall,
the beams and deck should be raised in that part to give the necessary room.
Having now particularly described and ascertained the nature of my said
Invention and in what manner the same is to be performed, I declare that what
I claim is
1. The particular system or mode of rendering apparatus free from the up and
down motion of a ship at sea by the action of a reversible engine winding and

page_text: unwinding a cable or rope connected to the different apparatus the motion of the
engine being directed or controlled by electro magnets acting on the valves sub-
stantially as set forth.
2. The particular electrical system by which the valves of the motor employed
are made to move in unison with the rising and falling of a ship substantially as
described and for the purpose set forth.
3. In apparatus for the prevention and relief of sea-sickness the method herin
specified of arranging an electric circuit from a generator by which the current is
divided in part of the circuit and an electro magnet, or magnets, placed in each
division which give motion to an armature that operates the valves of the motor. 1
The tension of the current being increased or diminished in one or the other divisions
and coils of the magnets by varying the pressure on pieces of carbon, or other
material herein specified, that are placed in the circuit, the same arrangement
allowing of being worked on the make and break system either by carbon or other
contact points substantially as set forth.
4. I claim as new the mode or system of obtaining the make and break of an
electric current, or of varying the intensity and producing undulations of a current
by means of a resisting surface placed or situated in water that has less motion
than the ship itself and which acts by the rising and falling of the ship sub-
stantailly as described and set forth and shewn in figures 14, 23, 24 and 25.
5. The combination with the pressure or contact maker of a mercury or other
weight which tends to produce pressure at the moment of the change of the
motion of the ship by the inertia of the weight substantially as and for the
purpose herein before described and set forth.
6. In apparatus for the prevention of sea-sickness the carbon blocks and lever
with an adjustable balancing spring substantially as set forth.
7. In apparatus for the prevention of sea-sickness, the apparatus shewn in
figs. 16, 16, 16b, and 16° for making the contacts or pressurs substantially as
set forth.
8. The combination with the armature of two springs that tend to keep the
armature between the poles of the two magnets, substantially as and for the
purpose set forth.
9. The combination with a sphere and spindle of a line or wire, cubes, rollers and
rocking levers as shewn in figs. 14, 23, 24 and 25 the rocking leve.s to be dispensed
with when the tube is straight substantially as set forth.
10. The system of arranging the insulated conducting wires so that they may be
formed into two cables 60 and 60° as shewn in fig. 13 substantia 'y as and for the
purpose set forth.
11. In apparatus for the prevention of sea-sickness, the combination with an
adjustable balancing spring with a block of carbon on the end and two other pieces
of carbon as shewn in fig. 16° substantially as set forth.
12. In apparatus for the prevention of sea sickness, a metal lever pressing upon
carbon buttons, or buttons of other material herein specified, placed between disks
of metal an adjustable spring balancing the weight of the parts attached to the
lever substantially as set forth and shewn in fig. 16³.
13. In apparatus for the prevention of sea sickness. An adjustable balancing
spring which has a cross piece on the end that presses on, or makes contact with,
carbon or other buttons as shewn in fig. 16ª substantially as set forth.
14. In apparatus for the prevention and relief of sea-sickness. The combination
with the steam cylinders of the eccentrices, valves, seatings, springs, and the steam
and exhaust passages which combination forms a reversible engine substantially as
herein set forth and shewn in figs. 6, 7 and 12.
15. In apparatus for the prevention and relief of sea-sickness. The combination
with a reversing engine of a worm and worm wheel, winding drum and rope or
cable substantially as and for the purpose set forth.

page_text: 16. In apparatus for the prevention, or relief of sea-sickness. The combination
with electro magnets and armature, whether in halves or solid, of a starting valve
balanced by a piston I claim this combination:whether applied to a steam or other.
motor substantially as set forth.
17. In apparatus for the prevention and relief of sea-sickness. The combination
with electro magnets and armature, whether in halves or solid, of a starting and
reversing and cut off valves balanced by a piston. I claim this combination
whether applied to a steam engine or other motor substantially as set forth.
18. The combination of the adjustable train of wheels, driven directly or
indirectly by the crank shaft, radial arm screw and traversing nut and the lever
with its screw, nut and collar for regulating the height of the rise and fall of the
saloon and other apparatus by controlling the cut off, substantially as and for the
purpose set forth.
19. The method of regulating the stroke of the starting valve by the adjustable
nuts and stops and screw rod which also keeps the armature from contact with the
poles of the magnet the same screw rod making the armature self adjusting and
causing the faces of the armature to always approach the poles of the magnets to the
same extent although the stroke of the rod on which it is mounted may vary, by
screwing together or opening the divided armature substantially as set forth and
shewn in figs. 4 and 4.
20. In apparatus for the prevention and relief of sea-sickness. The method of
working and regulating the cut off valve by the screw, traversing nut and a lever
with a collar adjustable by a long screw substantially as set forth.
21. The combination with a long rod and a wheel and pinion by which the
lenght of the stroke of the valve 15 fig. 7 may be regulated from the cylinder end
of the engine substantially as set forth.
22. The combination with a saloon of the uprights upon which the saloon is
swung the uprights carrying rollers that work against iron or other upright guides
substantially as and for the purpose set forth.
23. The method by which the saloon and promenade deck is raised and lowered
in relation to the ship by cables or ropes as shewn in fig. 19 and 20 substantially
as and for the purpose set forth.
24. The method by which a counter weight is made to balance the weight of the
saloon or other apparatus by which means the engine does the same work in the
rising as in the falling of the apparatus, substantially as and for the purpose set
forth.
H
25. The combination with the counter weights of the two sheave pulley blocks as
shewn in figs. 17 and 18 substantially as and for the purpose set forth.
26. The combination with a winding engine and the cables or wire or other
ropes and pulleys with the hammocks substantially as and for the purpose set
forth.
27. The combination with the winding engine and cables or ropes and pulleys
and the structures containing the berths substantially as and for the purpose set
forth.
28. The combination with the winding engine cables, wire or other ropes, pulleys
and the parts that form the rows of seats or berths substantially as and for the
purpose set forth.
20. The combination with the winding engine, cables wire or other ropes and
the single, or seperate seats substantially as and for the purpose set forth.
80. The combination with a winding engine of a counter weight equaling the
weight of the saloon or other apparatus or being of a less weight substantially as
and for the purpose set forth.
31. The particular system or mode of laying the cables or ropes so that any
number of sections of the counter weight may be connected to one main cable or
rope substantially as and for the purpose set forth.

page_text: 32. The particular system or mode of laying the cables or ropes so that a
number of different seats, berths or hammocks may be connected to one main cable
or rope the cables from each passing over swivel pulleys substantially as and for
the purpose set forth.