IMPROVE- MENTS IN OBTAINING MOTIVE POWER, AND IN APPLYING THE SAME TO THE PROPULSION OF SHIPS OR VESSELS CONSTRUCTED THEREFOR, AND TO OTHER USEFUL PURPOSES
Year: 1864

page_text: LETTERS PATENT to Margaret Barland, of Mount Street, Grosvenor
Square, in the County of Middlesex, for the Invention of "IMPROVE-
MENTS IN OBTAINING MOTIVE POWER, AND IN APPLYING THE SAME TO THE
PROPULSION OF SHIPS OR VESSELS CONSTRUCTED THEREFOR, AND TO OTHER USEFUL
PURPOSES." A communication from abroad by Thomas Barland,
residing at Eau Clair, Wisconsin, in the United States of America.
Sealed the 28th February 1865, and dated the 2nd September 1864.
PROVISIONAL SPECIFICATION left by the said Margaret Barland at the
Office of the Commissioners of Patents, with her Petition, on the
2nd September 1864.
I, MARGARET BARLAND, of Mount Street, Grosvenor Square, in the County
of Middlesex,do hereby declare the nature of the said Invention for "In.
PROVEMENTS IN OBTAINING MOTIVE POWER, AND IN APPLYING THE SAME TO THE
PROPULSION OF SHIPS OR VESSELS CONSTRUCTED THEREFOR, AND TO OTHER USEFUL
PURPOSES," (a communication to me from abroad by Thomas Barland,
resident at Eau Clair, Wisconsin, in the United States of America,) to be
as follows:-
This Invention relates to improved methods of obtaining motive power,
and of applying such power to the purpose of propelling ships or vessels,
and to other useful purposes.

page_text: I propose to obtain power by means of sails attached to arms from a contre
similar io those of a windmill, but with the addition of a screen or protector,
shielding the sails from the action of the wind, while they would otherwise be
exposed to its counteracting influence, thus exposing only those sails which
it is necessary for the wind to actuate and propel; a series of these sails may
be applied to the deck and sides of a vessel, either in a vertical, oblique, or
horizontal position, and may be connected by bands,shafting, or other gear, in
such manner as to operate simultaneously upon a propeller or paddle shaft;
it will thus be evident that, no matter what the direction of the wind may
be, the windmill sails will rotate and propel the vessel, even against a head
wind, and the more powerful the wind the greater will be the speed acquired.
A great advantage that will be gained by this mode of propulsion is, that
the vessel will always sail in a vertical position instead of heeling over to
une side or the other, thus affording greater comfort and convenience to tho
passengers. To suit the vessel to this new method of propulsion I propose
to adopt a much greater width of construction, and yet to acquire such in-
creased width without an increase of resisting medium to the rapidity of its
course. This is to be accomplished by what I term a system of "escape
pussages "for the displacement of the water; the lower part of the vessel
should be constructed of a series of long narrow floats, hollow or solid, but by
preference hollow; they should be very narrow in proportion to their length,
say, the length from 15 to 20 or 30 times their width; their bows and sterns
should be formed of fine or sharp lines, and they should be placed side by
side, with a space between each equal to their width; then they are to be
braced together by tie rods, and a floor or deck from which the super-
structure springs. The central float might bemade longer than the side floats,
so as to project to form a point, and all the floats might be made of
different lengths so as to form au angular or tapering bow and stern.
On the deck or top of the vessel I propose to construct from stem tostern
in the centre thereof a strong vertical latticework composed of a series of
timber or iron supports or stays of a sufficient height to carry the windmill
sails set on a shaft or shafts at the top of the framing. These shafts turn in
suitable bearings bolted to the timber, and are connected by toothed wheels
or other gearing to the propeller or paddle shafts, which are situated in the
lower part of the vessel. A windmill sail may thus be placed at euch
extremity of the vessel, or if necessary a third sail may be arranged amidships,
one at each side of the vessel instead of in the central line of the deck. The
total width of the dock may be much greater than that of ordinary ships,and
yot the resistance to its passage through the water will not be in proportion to

page_text: such increase of beam, because of the spaces, waterways, or escape passages
between each of the floats. The propeller shaft may also work pumps and
force water through tubes at the stern or bow so as to effect hydro-propulsion
hy the same pover
SPECIFICATION in
a pursuance of the conditions of the Letters Patent, filed
by the said Margaret Barland in the Great Seal Patent Office on the
2nd March 1865.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, MARGASET
BARLAND, of Mount Street, Grosvenor Square, in the County of Middlesex,
send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Second day of September, in the year of our Lord
One thousand eight hundred and sixty-four, in the twenty-eighth year of Her
reign, did, for Herself, Iler heirs and successors, give and grant unto me,
the said Margaret Barland, Her special licence, that I, the said Margaret
Barland, my executors, administrators, and assigns, or such others as I, tho
said Margaret Barland,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 Mau, an Invention for "IMPROVEMENTS IN
OBTAINING MOTIVE POWER. AND IN APPLYING THE SAME TO THE PROPULSION OF
SHIPS OR VESSELS CONSTRUCTED THEREFOR, AND TO OTHER USEFUL PURPOSES," a
communication to me from abroad by Thomas Barland, resident at Eau
Clair, Wisconsin, in the United States of America, upon the condition
(amongst others) that I, the said Margaret Barland, my executors or
administrators, by an instrument in writing under my, or their, or one of
their hands and seals, should particularly describe and ascertain the nature
of the said Invention, and in what manner the same was to be performed,
and cause the same to be filed in the Great Seal Patent Office within
six calendar months next and immediately after the date of the said Letters
l'atent.
NOW KNOW YE, that I, the said Margaret Barland, do hereby declare
the nature of my said Invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement:-

page_text: 'This Invention relates to improved methods of obtaining motive power and
in applying the same to the purpose of propelling ships or vessels, and to
other useful purposes.
1. propose to apply windmill propulsion on all sailing vessels as my own
Invention, although admitting anticipations, at first. unknown to me, but
probably inefficient and never used.
I subdivido windmill propulsion into two heads. First, the construction
with a view to the wind in the line of the ship whether for or against the
ship's progress. Second, the construction arranged to suit the side impulsion
of the wind.
In the case of the long and narrow ship generally I would place a mill at
each end of the old kind, that is, with the axle of rotation parallel to the line
of the ship with four sails at right angles, or nearly so, to that line. These
centres of rotation I would join by a common axle, which might be arranged
to be put out of gearing with them on certain occasions so that the end
sails might not necessarily revolve with the axle; this axle should be supported
by standards as often as necessary. These posts might be erected as perpen-
diculars to beams crossing from side to side of the ship, and from the ends of
these beams others might rise, slanting to the tops of the standards, thus
forming isosceles triangles with perpendiculars from the apices, such being
one of the strongest kindsof construction, and which, being properly connected
with the ship will nullify the objection that windmills will rack ships by thus
incidentally facilitating this strong construction.
Ships as they are now formed resemble half tubes somewhat prismatically
formed towards the keel. This kind of construction being essentially weak
needs great expence in the quantity and quality of the timbers and skill
in architecture to render the structure strong. Could a prismatical form be
added to the top, and the opposite edges and sides of this structure be bound
together, the strength would be immensely increased. This is either difficult
or perhaps impossible on the ordinary plan of sails, else it is to be supposed
such a manifest improvement would have been devised; but the triangular
forms mentioned would approximate to such a prism without rendering the
ship top heavy. On the top of these standards friction wheels should be
placed. At the end standards an arrangement should be made to keep the
axle downwards in its place, and in this arrangement friction wheels hung
from above should be used. Along the axle just described sails might be
placed in a spiral direction so as to co-operate with the sails at the end.
Here 1 remark that 1 believe that after reducing the obliquity of these end
sails and axle sails to that smaller surface which may be considered as at right

page_text: angles to the wind, there is as much if not more of such surface presented to
the wind and with less danger to the vessel than with common sails. In the
windmill the center of pressure is at the axle; that may be no higher than
the centre of aggregate pressure in the common sails, and I believe there are
modes now in use or which may be invented by which, when a hurricane
occurs, the sails can be instantaneously rendered incapable of resisting the
wind, and hence, incapable of causing danger, as is the case with stationary
sails incapable of rotation. This has never been done, and probably cannot
be done with the common sails; however in the case I am now considering,
of sails arranged for the impulsion of a wind fore or aft, there is little or no
danger either with the windmill or common sails, because the resistance
counterbalancing the capsizing tendency is the length of the ship; but if in
either case there be danger, there is much less in the case of the windmill,
owing to the adaptation just spoken of. When a hurricane suddenly acts on
the common sails they have to be taken down, but that is a work of time,
and during that time the danger exists; in the case of the windmill the
hindrance of that evil is either self-acting or an instantaneous act.
I now claim two most important benefits as resulting under this head.
First, when the wind is with the ship the speed is more than double that of
ordinary ships because, as before stated, the sails, when stationary, present at
least as much surface, and when the rotating power is applied to a scrow or
otherwise, the whole power is more than double. Second, a most interesting
and beneficial result from the first, viz., that when the rotating power is
made to act against the wind the motion produced against the wind not only
nullifies the driving of the ship before the wind, but exceeds it, and it makes
an actual progress against the wind. Hence, sinall sailing ships in which it
is inconvenient to carry steam arrangements, can, without steam, prosecute
their journey directly against a head wind or secure safety by sailing from'
the shore against a hurricane which would drive and wreck other vessels.
Next, the construction with a view to side impulsion.-First, a screen is
arranged, the lower edge of which is outside of the bulwarks. It slants
upwards towards the axle, leaving room forthe sails before mentionedto move
round. These sails it is supposed are screwed round so as to face the wind,
and when emerging above the screen are driven round by two currents, the
one which blows direct against them, and the one slanted up by the screen.
If the lower edge of the screen project considerably the line indicating the
course of aggregate pressure will point towards the centre of theship'sgravity,
and therefore, like the roof of a portico, will rather add to stability than
detract from it. If not constructed so as to slant much it might possess, like

page_text: windmill sails, a self-opening power, so that in case of a hurricane it might
not capsize the vessel; or without a screen the sails on the axle might be
constructed with shutters which would shut with thewind and open against it;
or if this action of the windmill were objected to the axle sails could be
placed obliquely and stationary so as to move the vessel by the impulse of the
side wind as do other stationary sails.
.
Next I claim the Invention of very wide ships in order to give the sails a
large circle of rotation. I prefer to have the width of the ship equal to its
length, and in a certain caso I prefer a ship perfectly round.
In order to have a wide ship with as little resistance as possible, and even
with less resistance than the narrow ships now in use, I have invented and
claim a plan of combined float and escape passage ships. The floats are to be
long and narrow on the arrow or canoe plan, of a length of from fifteen to
thirty times greater than the extreme width. These to be placed parallel one
to another with escape passages of the same width as the floats for the escape
of water between them. These floats to be formed either first, on the best
existing model for velocity, where velocity is principally required; or, second
on a model which I have invented for the same purpose; or, third, on a
model best suited for using an advantage incidental to the escape passage plan
of diminishing the draught, so as to get over sand bars; or, fourth, on the
following plan, viz., in order to acquire both the greatest possible versatility
of motion in anydirection, and als> much less draught and also greater ease in
the change from that adaptation which velocity and versatility require to that
required for diminution of draught, in order to theso things a set of floats
which may be described as the floats which would be formed by the inter-
section at right angles of other escape passages of the same width as those
they cross, and of the saine width with the length and width of the square-
roofed floats thus left. In this case every square-headed float thus left would
be surrounded by four equal areas of water; but the floats would in area be
one-fourth of the whole, or the spaco of water would be three times the space
occupied by floats. There would be uninterrupted escape paasages in two
directions at right angles one to another; but although the floats might be
viewed as two rows at right angles one to another, yet a space of water equal
to a float would intervene between every two floats in both directions. When
therefore a sand bar region was approached there would be room for the
interposition and fixture of three floats for every one previously used, and
each of the same size with it. The diminution of draught thus rendered
capable is very great. The case and rapidity of making that adaptation is
also great. In attacking a fort or forts, as at Charleston, such vessels would

page_text: not need to sail into the deep channel where torpedoes were placed, and where
a concentric fire might range, but might take position in very shallow water,
and take the forts in detail. These vessels are understood to be suspended in
a place above the floats to be afterwards described; whence when about to
cross a sandbar they are taken down and easily and rapidly placed in position,
so as although greatly diminishing velocity and versatility, yet while used
greatly diminishing the draught. It is understood that all these floats are
firmly bound together by bars of iron at the top and bottom.
The next improvement I claim, which also is incidental to this construction
is the raising the hold for the cargo, and the passenger accommodation, in tho
case of the windmill to near the axle, the former below and the latter above
the axle. The space thus formed is the plan alluded to above where the floats
when not used are to be placed. The object aimed at is chiefly to escape, at
least the highest half of the waves which is the most impetuous, precipitous, or
abrupt, the lower half ofthe severest waves being very slanting, and not capable
of producing a violent jar or severe rocking. The water dashing over the top
of the floats is not upborne by the ship, but exerting its pressure downwards
between the bars connecting the floats does not diminish, but helps the
floating capacity of the ship, but without jar or rocking as when it impinges
on the wall of vessels built on the common plan.
I claim as incidental to the whole structure the attainment of very great
approximation to solidity. First, by the distinct compartment or cellular con
struction of the floats; second, by the capability of the hold being constructed
by supports, braces, and connecting screw ties, so as to form a section approxi_
inating to solidity; thirdly, by connecting the hold thus formed and the floating
part in the same manner by supports, braces, and tics. By all as I have said
while there is less impinging of the waves, and less rocking to strain the ship,
there is also over a very largespace immensely more approximation to solidity to
resist whatever rocking or strain there may be than on any other plan. The above
is a general sketch of the construction of the floats and escape passages between
the floats, and also of the large escape passage for the upper half of the waves
between the floats and the hold.
I proceed to give a general sketch of the remaining part of the super-
structure, and after having thus explained the whole, will review and retouch
those parts of the description where more minute particulars are required. I
have said that the hold is a stable part of the structure, firmly supported by
and bound to the floating part, and with it forming a very large structure
which everywhere must in strength approximate to solidity with economy of
weight. From the middle part of the hold, running from end to end, or

page_text: parallel to the axle, is to be reared a passage in connection with the hold, and
partaking of its stability, one of the chief purposes of which is to give an
apartinent for the steam engine more suitable than what it has in other vessels.
As vessels are now constructed the steam apparatus is placed below, where by
explosion it becomes an engine of terrible destruction. Nor can it on the old
construction be placed any higher without capsizing the ship by making it
top heavy. On my plan of a wide ship it may be placed very high without
any such danger. I propose to place it on the passage just mentioned con-
structed above the hold; there I construct for it an apartment having walls
with a very oblique sinut made of iron double, with a considerable space
between each wall water-tight, and the space between constantly filled with
water. The roof is to be of weak material not strongly connected with the
rest of the roof. Means of ventilation not inconsistent with this structure to
be used for the comfort of the engineer. The object of the structure is
evident. In case of explosion fragments are projected upwards into the air
without hurt to anything animate or inanimate. If a fragment pierce the
inner wall water is discharged and combustion stopped, or the engineer having
escaped effects this by opening a valve.
I now proceed to the remaining part of the superstructure, the chief side
of which has reference to tho passenger accommodation. The outside standards
supporting the hold on each side parallel to the axle are continued upward
past the hold, and past the passenger accommodation, which I have said is
immediately above the hold. Thence they proceed a little upwards, and then
begin to cross those of one side to those of the other cither in circular shape
forming a dome, or slanting to form a triangular or prismatic roof. From the
top or centre of this, through the passage before mentioned, the centre of the
whole building receives additional supports and ligaments, adding very much
to the compactness of the whole ship. On each side of the passage before
mentioned is suspended from tho circular or triangular roof a passonger
accommodation, say, 40, 50, 10 feet wide, more or less, and three hun-
dred feet long according to the dimensions of the ship, the wider the ship
the better. In this hammock or suspended apartment the passengers are
not affected by the rocking of the vessel. For first, by the great width
admissible, and even preferable on my plan, the surmounting of the highest
waves would produce but little rocking; second, the escape passage between
the floats and the hold nullifies the rocking and the jar arising from the
highest half, the most abrupt part of the wave; third, the swing of the ham-
mock which might have a very wide space to swing in nullifies entirely tho
remainder of the rocking. Were the slightest jar possible, springs on cach

page_text: side would remove it. In short the passenger if not on terra firma will
feel in this floating pendulous apartment the same as if he were on terra
firma. He will feel his relation to the centre of the carth, and consequently
his bodily condition and mental equanimity undisturbed.
I have said above that I would review and explain more fully those parts
of the structure which need more minute explanation. The floats need a
more full description. The kind first mentioned, videlicet, the best model for
velocity now existing, needs no comment. The method which I have invented
as the best for this purpose is as follows:-Of the length relatively to the
width I do not determine with certainty, excepting that the form should be
very long. But, first, the slant at the stern should be the same as that at the
bow; second, the slant of the one should begin where the other terminates,
that is, that the whole vessel should be composed of a slant from the bow to
the extreme width, and of a slant of the same dimensions from the stern to
the same points; the reason is, that just where the displacement of water
ends, which is at the extreme width, there immediately the water so displaced
should commence reacting by its rebounding pressure in pushing the vessel
from behind, and for the same reason the lines from the centre of the bow
and the centre of the stern should have an equal slant to the greatest depth
at the middle of the ship, the extremities of the line of greatest width and the
point of greatest depth being thus in the same vertical plane. The advantages
incidental to this are very great, first, in clieapness of material, every line being
straight, in the small amount of skill needed, and in great strength of
structure, the deck being two equal isosceles triangles, with a common base,―
and generally from the triangular form of the sections vertical and horizontal,
capable of great strength of construction, also, when anongt waves, when
the middle is en a crest, the two ends, unsupported, will not strain much
downwards because not heavy, and when in adepression between two waves the
ends will not strain upwards because they are not bulky.
In the third paragraph I allude to floats which, although having a short
taper at the ends, have the most of the bottom flat and parallel to the roof,
with a view to slipping on a bottom and roof to the adjoining escape passage,
putting down gates at the end, pumping out the water, and thus passing
sand bars; but the method I think best would be to have a series of air-tight
boxes hanging in the space before mentioned below the hold, and ready to be
placed in the escape passages, and held there by obvious arrangements until
the sand bars were passed.
The shafts on which the sails are set may be connected by bands, shafting.
or other gear to work a propeller or paddle shaft, so that the windmill sails will

page_text: propel the vessel even against a head wind. But the mode I prefer is to use
the whole power of the windmill or steam, or both, in raising up water to a
not very large tank in a large vessel; it might contain a few tons; in the
larger there would be the more power at command for special occasions.
When the water falls to the level from which it is raised, very nearly the
whole power exerted in raising it is restored. By the tube receiving a hori-
zontal direction, the water with the impetus derived from the fall rushes in a
horizontal direction; this horizontal direction arises from the rebound of the
water from the back wall of the tube, and is tantamount to or amounts to the
same thing exactly as if the back wall instead of being stationary were, like
the paddle, to move with the whole motive power, and impinge on the voluine
a stroke which sends the water from it; it may be considered therefore the
same as a paddle-wheel sending from it a certain volume of water with the
very great advantage in its favor which I will now explain. The paddle strikes
the water in every direction, and therefore receives a reaction in every
direction,avery large proportion of this being, first, a waste of power; second,
the production of a great and incessant jarring both of the vessol and of the
nervous system of the passenger.
I now describe the method of changing the direction of the vessel to any
other possible direction, and that almost instantaneously, amongst other
advantages, rendering the vessel if properly ironclad immensely superior in
naval conflict. From the tank proceeds eight tubes, one to near each end of
each side, the vessel being supposed to be square or nearly so. At the hoad
of each tube, in the tank, is what millers call a sluice gate of no great weight.
'The pilot stands on a small piatform above the middle of the tank, and there,
by opening and shutting any two or three tubes, can immediately produco a
motion in any possible direction; it may be forward, or backward, or laterally
to the one side or the other, or any possible slanting combined motion, forward
to the one side or the other, or backwards to the one side or the other, or it
might be a turn round on the same spot. The horizontal ends of these tubes
ought to be as deep as possible below the surface not to gain power by that
depth, for that descent below the surface would be balanced by the same depth
outside of the tube, but because near the surface the pressure of the water
superincumbent on the top of the jet would not be suflicient to repress the
rippling or swelling up of the waves, all of which rippling up would be a
diversion of the power from the rectilineal horizontal course, consequently, a
diminution of the power reacting on the back wall of the tube, and con-
sequently on the motion of the vessel.
"I claim the general construction of ships or vessels, and windmill sails

page_text: applicable thereto, substantially as heroin specified, constituting improvements
in obtaining motive power, and in applying the same to the propulsion of ships
or vessels constructed therefor, and to other useful purposes."
In witness whereof, I, the said Margaret Barlaud, have hereunto set
my hand and seal, this Second day of March, in the year of our Lord
One thousand eight hundred and sixty-five.
)
Witness,
ALEX. M. PRINCE,
Office for Patents,
4, Trafalgar Square,
MARGARET BARLAND. (L.S.)
Charing Cross.