A NEW AND USEFUL METHOD OF GENERATING AND APPLYING STEAM IN PROPELLING VESSELS, Loco- MOTIVES, AND STATIONARY MACHINERY
Year: 1850

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, ETHAN
BALDWIN, of the City and County of Philadelphia, and State of Pennsylvania,
in the United States of America, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of the United Kingdom of Great
Britain and Ireland, bearing date at Westminster, the Nineteenth day of June,
in the thirteenth year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said Ethan Baldwin, my exors, adñiors, and
assigns, Her especial licence, full power, sole privilege and authority, that
I, the said Ethan Baldwin, my exors, adiñors, and assigns, or such others as I,
the said Ethan Baldwin, my exors, adññiors, and assigns, should at any time
agree with, and no others, from time to time and at all times during the term
of years therein expressed, should and lawfully might make, use, exercise,
and vend, within England, Wales, and the Town of Berwick-upon-Tweed, and
in the Islands of Guernsey, Jersey, Alderney, Sark, and Man, and also in all Her
said Majesty's Colonies and Plantations abroad, my Invention of "A NEW AND
USEFUL METHOD OF GENERATING AND APPLYING STEAM IN PROPELLING VESSELS, Loco-
MOTIVES, AND STATIONARY MACHINERY;" in which said Letters Patent there is
contained a proviso that I, the said Ethan Baldwin, shall cause a particular
description of the nature of my said Invention, and in what manner the same
is to be performed, by an instrument in writing under my hand and seal, to
be enrolled in Her said Majesty's High Court of Chancery within six calendar
months next and immediately after the date of the said in part recited Letters
Patent, as in and by the same, reference being thereunto had, will more fully
and at large appear.

page_text: Ethan Baldwin, do hereby declare that the nature of my Invention, and the
manner in which the same is to be performed, are particularly described and
ascertained in and by the following statement thereof, reference being had to
the Drawings hereunto annexed, and to the letters and figures marked thereon,
that is to say:-
My Invention consists, first,―
Plate 1. Fig. 1. Of a perpendicular boiler, consisting of two conical extremities
(A, B,) the upper (A) being an inverted frustrum of a cone, the smaller
diameter of each frustrum being connected to a plain waist or stem (C). Each
frustrum is about two feet in altitude, the lower one (B) being a double
cylinder, and forming the fire-box, which differs in no respect from the fire-box
of a locomotive engine, except in its conical form, which gives a larger extent
of fire surface on the grating; and the plate (D) for the reception of the tubes
(E) being horizontal instead of perpendicular, and also placed directly over the
fire, instead of being on one side. The waist or stem (C) between the two
frustrums should be generally about ten feet, which, with the two frustrums, will
make the altitude fourteen feet. The stem is always from one to two feet less
than the greatest diameter of the cones, and is filled with two inch tubes, which
extend from the plate (D) which closes the inner cylinder over the fire-box,
and pass through the plate (F) which closes the upper frustrum at the top of
the boiler, which will necessarily make them twelve feet long. This length is
found by both theory and practice to be best adapted for the consumption of
the hardest anthracite coal, because they give off their excess of heat to the
contents of the boiler before the heated air escapes at the top of the tube,
causing a thermometer placed in the tube with the heated air to represent the
same temperature as one placed within the boiler at the same time. Should,
however, more inflammable material be intended for the use of the boiler, such
as dry pitch, pine wood, highly inflammable bituminous coal rosin, or should
a blower be used to increase the intensity of the heat, the stem and the tubes
should both be lengthened in proportion, so that they should be from sixteen to
twenty feet, otherwise the heat will escape before it has given off its excess to
the contents of the boiler, and the thermometer in the upper extremity of the
tube will show a temperature far above one inserted in the boiler. If these
tubes be made less than two inches in diameter, they will be liable to become
choked, and not permit a sufficient quantity of oxygen to pass through the fire
to produce complete combustion. If greater than two inches, unless elongated
in proportion, they will permit the heated air to pass out before it has imparted
its excess to the contents of the boiler. These tubes being perpendicular

page_text: possess an absolute advantage over every other position, because by a law of
nature all heated gases have a tendency to ascend, whereby the draft is
increased to any intensity, the deposit of soot or any other substance prevented,
and the heated air by the law of radiation imparts its intensity equally to every.
inch of the tube, so that a foot of fire surface in a perpendicular tube is at least
equal to a foot and a half of one in a horizontal position. This boiler, from the
plate (D) over the fire-box to the plate (F) which closes the top, is stayed by
strong iron bolts (G, Fig. 2,) passing alternately through its centre at right
angles, and secured on the outside by gum elastic packing, a large strong
washer having the curve of the boiler, and pressed down by adequate nuts.
Thus, a boiler of very large dimensions in the waist may be secured against
explosion under almost any contingency of circumstances. This boiler has no
man-lioles for cleaning, or other perforations, except where the safety valve (H)
is inserted, the raising of which permits the steam to pass to the engine; one
for the insertion of the water pipe (I), by which it is supplied from the force
pump (J); one for a small valve (K) called the "gauge valve," by which the
pressure of the steam in the boiler can be ascertained at any moment by simply
sliding the weight on the lever; and two perforations (L, M), one (L) about:
the centre of the waist, and the other (M) about the centre of the upper.
frustrum of the cone (A), for the insertion of two small pipes (N, O,) between
which is a glass tube (P), always exhibiting the quantity of water in the
boiler; each small pipe supplied with a cock, which, being closed, guards
against all accident from the bursting of the glass tube, by cutting off all
communication between it and the boiler, but both must be opened when an
examination is made. Both the above-mentioned valves (H, K,) are enclosed
in domes, so that the stem of each passes through a stuffing box, and permits
no steam to escape into the atmosphere when the valve is raised. These domes
are each penetrated by a pipe; the larger one (Q), when the valve rises, con-
ducts the steam into the engine; that of the smaller (R), or gauge valve,
escapes into the air pipe (S) of the condenser, and by expelling the air produces
a vacuum, if one be not already formed. But if the vacuum in the condenser
be perfect, then the steam will either be condensed with that coming from
the engine, or if let on in excess will escape through the air valve (T)
at the termination of the air pipe (S): There must be also a small cock
inserted near the bottom of the fire box for the purpose of blowing off steam
or emptying the boiler when necessary. This boiler is never intended to be
cleaned, because when connected with its necessary appendages, the condensor
and force pump, the steam after passing through the engine is immediately.
reconverted into hot water and returned into the boiler, so that, the boiler

page_text: being originally filled with clean water or alcohol will never become foul.
This boiler with its appendages is so constructed that anhydrous alcohol may
be used as the fluid from which steam is to be generated instead of water,
because the expense of the alcohol after first filling the boiler will be very little
greater than water, as all the works are intended to be made so complete as
to admit of no escape. The advantage in steam navigation of alcohol over
water, from the great facility with which it is converted into steam, will be
readily appreciated by every engineer acquainted with the subject. The tubes
(E) which fill the waist (C) between the two plates (D, F,) are inserted in
the following manner: one end of the tube is screwed in the lower plate (D)
in the form of a gas or steam pipe, having first passed nearly its whole length
through the corresponding opening in the upper plate (F), leaving a screw on
the end of the pipe above its surface, which is made steam-tight by first having
passed over it a ring of gum clastic packing and then a washer, which are
firmly set down by a half socket screwed on the upper end. Thus when any
derangement takes place in a pipe it can be easily removed and replaced with
a new one without difficulty. These tubes between the upper and lower plates
so sustain them against the pressure of the steam that there can never be any
danger of explosion in either of the plates. The condenser consists, first, of an
air-tight cylinder (U) called the "hot-water receiver," the capacity of which
should be about one tenth of the boiler. This stands perpendicular near the
side of the engine, and into the top of which is inserted the exhaust pipe (V)
of the engine. As the engine commences running, all the water which passes
through the exhaust pipe (V) falls to the bottom of the "receiver," and
is conducted thence by a corresponding pipe (W) to the force pump (J), the
valve (X) of which it opens by its gravity. That part which still remains
steam after the deposit of the water rises through a pipe (Y) inserted into thic
head of the "receiver" in the opposite side, and is thence conducted to a hollow
square box (Z), into the opposite side of which are inserted a number of pipes
(a) according to the size of the boiler, which pass on about fifty feet in right
lines, thence forming a right angle by means of another similar box; they are
then conducted across the boat, building, or locality (wherever used), and
returned in a corresponding range of pipes, and terminate in a similar box to
those already mentioned opposite the "receiver." The steam in its passage
through these pipes having been condensed, the water is conducted from the
last box by a pipe (b) which penetrates the "hot-water receiver" on the
opposite side from that whence the hot-water pipe (W) leads to the pump (J).
Into the top of the last-mentioned square box, at the termination of the last
range of pipes, is inserted a perpendicular tube (S) corresponding in size with

page_text: that of the exhaust pipe, the top of which is closed by an air valve (T)
in nearly a vertical position, the suspended valve of which will be opened by
the slightest pressure of air from within, but if left in "equilibrio" will merely
close by its own gravity. The small pipe (R) from the gauge valve (K) in
the boiler terminates also in this box. This whole range from the engine
back to the "receiver" (U), with all its appendages, is made air-tight, so that
when the air is exluded through the air valve (T), either by the steam from
the engine, that from the gauge valve, or both together by the closing of the
air valve and the condensation within, a "Torricelian vacuum" is formed
and maintained for any length of time, provided the steam injected therein be
perfectly condensed. This object is accomplished in the following manner :
the range of pipes (a) from the first (Z) to the last square box is surrounded
by either a pipe or trunk (c), which is water-tight; a hole is perforated
through the bottom of a vessel (when used in a steam boat), into which a pipe
is inserted, the other end being inserted in the water trunk or pipe (c) which
surrounds the condensing pipes (a). This communicating pipe is of sufficient
capacity to supply any quantity of cold water to produce perfect condensation
of the steam used in the engine, whatever may be its density or quantity. In
this pipe is inserted a valve or cock, by which the required quantity of water
necessary to produce perfect condensation of the steam used under all circum-
stances may be regulated. This range of condensing pipes (a) is placed below
the water line outside the boat, so that when the valve or cock is opened the
water trunk (c) from its commencement will be immediately filled with cold
water, and extend to its other extremity, where it will be pumped out by a
lifting pump running with the engine, whose capacity will be such, under any
circumstances, as to raise the heated water above the level of the water outside
the boat, and discharge it into a pipe passing down through the bottom of the
boat. In all stationary engines the cold water will be supplied in such manner
as to produce the same effect. In the top of the "hot-water receiver" will be
inserted a small pipe (d), the other end of which will penetrate a cold water or
alcohol cistern (e), and by means of a cock any deficiency of fluid in the boiler
ascertained by the glass gauge may be readily supplied. The pump, to secure
absolute certainty in its action in the supply of water, consists of two cylinders
(f) and plungers (9, 9), with an opening and closing valve to cach, moved
by the same brake or walking beam, so that when the first plunger rises and
fills its cylinder the plunger of the force pump next the boiler is forced down
and discharges its contents into the boiler. As the last plunger rises by the
action of the brake, the first-mentioned one descends and forces its contents
into the cylinder of the second, where it meets with no resistance. These

page_text: pumps are connected at the bottom by a water pipe (h) of the same capacity
as that which connects the last pump with the boiler. The whole is therefore
denominated a "double force pump." The bottom of each of these pumps
consists of three pieces, as follows:-First a flange (i) of cast metal, into
which the induction pipe is screwed, and the internal plane of which is
perpendicular. It is also ground and polished, so that a perpendicular
valve (X) suspended so as to close the opening will open and shut
with the slightest pressure. As the action of the atmosphere can never be
depended upon to open this valve by its pressure upon the water (the
whole having been expelled to form the vacuum), the valve must be opened by
the simple pressure of the hot water against its closing face, and by its own
gravity filling the "vacuum" in the first cylinder, produced by the rising of
the plunger). This makes it necessary in all cases to have the head of
hot water either in the "receiver" (U), conducting pipe (W), or both, two
feet or more above the level of the valve, to secure the absolute filling of the
cylinder at all times when there is a surplus of water in the "hot-wator
receiver" (U) and its pipe (W). This will render it absolutely certain that
all the water produced by the condensation of the steam from the boiler will
be again regularly returned into it. The next piece of the pump is a cast
pipe (), whose length is some six inches greater than the diameter of the
cylinder of the pump. On each extremity of this is cast a flange of the same
size as that already mentioned. On the first end of this pipe, next the flange,
is cast a circular bulb or swell (k) forming to a certain extent part of a globe,
the hollow diameter of which next the valve is about three times the diameter
of the water pipe (h). Into this globular recess the valve (X) opens without
obstruction and permits the water to pass into the pipe leading from the globe
to the extremity of the cast pipe (J), into the centre of which is inserted a
pipe connecting this casting (J) with the bottom of the pump cylinder. At
the other end of this cast pipe is a flat flange (1) precisely like the first, with a
similar valve suspended against it, then another flange with a globular recess
for the reception of that valve when it opens, into the centre of which is
screwed a pipe (h) which connects it with the last, or force pump, next the
boiler. These flanges have a slight projection from their planes, which being
turned off and ground make a water joint when forced together by means of
bolts and nuts. The second pump is a mere reduplication of the first. A check
valve (m), similar in construction to those in the pumps, is placed in the pipe (I)
between the pump and the boiler.
Secondly, Plate 2, of a rotary steam engine. This engine consists first of a
cylinder (A) like that of a common engine, with this difference that its diameter

page_text: and length are always equal. Each extremity is supplied with a flange (B)
projecting above the body of the cylinder, into which is a recess (C), from one
to three inches in depth and one inch in width,.to receive the packing, whether
'it be soft or metallic. Metallic rings (D, Fig. 10,) well ground and fitted
will always be found preferable to soft packing. This recess also receives the
turned ring (E) of the head (F), which enters it from a quarter to half an
inch for the purpose of sustaining the exact relation between the cylinder and
the power wheel (Fig. 8) hereafter to be described. The heads above men-
tioned are strong metal plates, with a ring (E) projecting from their internal
plane, within two or three inches of their peripheries, and turned so as to
enter this recess (C) with great accuracy. That part outside of the ring
receives the bolts which pass through the flange (B) at the extremity of the
cylinder (A), and a leaf of gum elastic being placed between, and the bolts
being drawn tight, will make a joint impermeable to steam. At the centre of
the head (F) is the boxing in which revolves the shaft (G) of the power wheel,
which being neatly fitted and closed at its outer extremity by means of packing,
and an appropriate stuffing box (H), the steam is prevented escaping there.
This cylinder (which is always horizontal) has an opening on the top through
the whole extent of its internal polished surface to receive the cross head (I),
and is closed by a packing bonnet (J), which when well screwed down on the
packing around the cross head, together with the above-mentioned heads,
should so close up all apertures that no steam let into the cylinder can possibly
escape into the open atmosphere. It is supplied with two pipes (K, K,) one
on each side of the cross-head near its extremity; one for the induction and
the other for the eduction of the steam. These pipes penetrate a steam chest
(A, Plate 4,) placed above the cylinder, in which is a slide valve, and if the
steam be let in at one pipe it will exhaust at the other. But if it be desired
to reverse the engine, by simply shifting the slide valve. the induction pipe in
the first instance will be made the eduction pipe in the latter, and the action
of the power wheel will be inverted. The internal surface of this cylinder
between the two recesses (C, C,) is turned, ground, and polished, so that the
lower semi-circumference forms a steam joint with the valve (M) which slides
against it. A very small distance above a horizontal line drawn through the
centre, in each side of the cylinder, is cut a seat (L, Fig. 3,) in which rests
the lower end of each guard (N), hereafter to be described, and through which
the steam is exhausted the instant the valve (M) passes over it. On the
outside of the cylinder are cast flanges or horns (0, 0,) at the centre, which rest
on the timbers that support the engine, and through which it is bolted to the
same

page_text: Second, Fig. 8, the power wheel, which consists of a turned barrel (P) as much
less in diameter than the internal periphery of the cylinder as will constitute the
depth of the steam chamber (Q). On each extremity of this barrel is a disk (R),
the circumference of which will exactly fit and fill the internal polished periphery
of the cylinder, the internal face of each penetrating the cylinder from a quarter
to half an inch, and revolving therein. This disk has a flange (S) of from one
to three inches in width, projecting from its plane in lines parallel with the shaft
(G), constituting the inner periphery of the recess (C) in the cylinder, in
which is placed the packing ring (Fig. 10), which being ground to the bottom
of the recess (C) in the cylinder, and also to the flange (S) of the disk (R),
and set up against the bottom of the recess by means of horizontal set screws
passing through the flange (E) of the head (F), and vertical set screws through
the flange (B) of the cylinder, closes both joints and prevents the escape of
steam from the steam chamber (Q) of the engine. The internal face (T) of
this disk, instead of forming a right angle with the barrel (P), forms an angle
of from 91° to 95°, so that as the cross head (I) is ground down on the
barrel it will always form a steam joint with the face of the disk. Two
slaughts (U, U,) for the valves (M, M,) to slide in are cut in this disk on its
central line down to the metal of the barrel (P) which surrounds the
shaft (G), and correspond with pockets or slaughts (V, V,) which extend the
whole length of the barrel. The depth of these slaughts (U, U, V, V,) must
be always about an inch and a half in excess over the depth of the steam
chamber (Q), so that when a valve (M) completely fitted therein will fall
below the periphery of the barrel, it will pass under the cross head (I) without
obstruction, but when thrown out by the springs (W) till its outer edge rests on
the polished surface of the cylinder and closes the steam chamber, its inner
edge will remain about an inch within the slaught (V) of the barrel, and each
end of the valve will rest in the slaughts (U, U,) of the disks; thus the valve
will be supported against the pressure of the steam at its extremities by the
slaughts (U, U,) in the disks, and its inner edge by the slaught (V) in the
barrel. These slaughts in the disks and barrel are so constructed that a
valve (M), the sides of which are perfect planes, will readily grind, so as to
make a steam joint with either plane of the valve. This wheel has a shaft (G)
passing through its centre to which it is immoveably secured, and from the
extremities of which its power is taken. This shaft revolves either in polished
boxes or friction rollers placed in the heads (F, F), and in polished boxes or
friction rollers at each extremity. Friction wheels may be substituted for
polished boxes or friction rollers at the extremities of the shaft..
Third, Fig. 5, the valves being two in number consist of simple solid

page_text: metallic plates, whose length is precisely that of the polished face of the
cylinder, dressed so as to fit the pockets or slaughts (U, U, V, V,) in the power
wheel, and ground till they will just move up and down in them with facility,
and then ground to a steam joint with each side.
Fourth, Fig. 6, the springs. These are two plain elliptical springs (W),
whose length when straightened out is precisely that of the valve (M), and of
such width as to slide in the slaughts easily. The depth of the curve of cach
spring should always be one half that of the steam chamber. They are placed
in the valve pocket, the lower one forming a natural and the upper one an
inverted arch. Their strength is such as just to bear the weight of the valve
when in a vertical position, permitting it to be easily forced by the guard (N)
into the pocket and pass under the cross head (I) without resistance or
friction, but easily throwing the valve out and closing the steam chamber as it
arrives at the horizontal line (L). These springs lying perfectly loose in the
pocket, not fastened by screws, ligaments, or any other analagous device
whatever, should be made perfect uniform polished planes of equal width and
thickness from one extremity to the other, so that their strength will be as
nearly equal in every part as mechanicall skill can form them, by which their
liability to be broken is prevented. Their uso is to prevent the valve falling
into the pocket by its own gravity when in a vertical position, and producing a
disagreeable jarring and noise in the engine, and also to compel the valve to
traverse the undulating plane formed in the upper part of the cylinder by the
guards and cross-head.
Fifth, Fig. 7, the guards. These are two in number, one on each side of
the cross-head, being in width nearly that of the length of the barrel (P) of
the wheel (Fig. 8). They are curved metallic plates or sections of a circle,
the chord of which will precisely extend, from the seat (L) which constitutes
the exhaust in the side of the cylinder (Fig. 3) to the lower edge of the cross-
head on the barrel of the wheel, and being permanently bolted to the cylinder
they compel the valve (M), after it has passed the exhaust (L), to leave the
circle of the cylinder and slide into the pocket as low as the periphery of the
barrel, by means of which it passes under the cross-head without obstruction.
The lower end of each guard dips below the circle of the cylinder, so that the
valve in passing can never touch it. The upper end is brought down upon the
surface of the barrel so as to form a smooth plane with the lower surface of the
cross-head. The internal surface of these guards is polished like the face of
the cylinder.
Sixth and lastly, Fig. 4. The cross-head is a piece of cast metal whose
thickness is greater than that of the slaughts (II TI V V) on that .... L

page_text: slaught (V), containing the valve, passes by it, it will cover the whole slaught
and overlap sufficiently to preserve a steam joint. The lower side and the
two ends are dressed and ground so as to fit the revolving surfaces (P, T,) of
the wheel, and make with them a steam joint, and can be set down and kept
firmly in its place by means of set screws. Its two sides are parallel planes
which completely fill the opening in the cylinder and the space between the
upper extremities of the two guards.
The action of steam on this engine, when made mechanically complete, is as
follows: The steam being let in on one side of the cross-head (I), which is a
fixed immoveable abuttment by which it cannot pass, acts against one of the
valves (M), which always closes the steam chamber (Q) in some part of the
lower semi-circumference of the cylinder (A), and as steam acts on every
square inch of this valve with precisely the same force and efficient result as
it would on every square inch of the piston of a reciprocating engine at its
maxiinum efficiency or living point, and as the friction of this is far less than
that of a reciprocating engine, and as the pressure on the valve at all times
is the same, it follows, of course, that the same column of steam will double
the result that it would in a reciprocating engine, in which, owing to the dead
points or crank motion, one half the power is lost. Superadded to the steam
chest (A, Plate 4), through which the steam is admitted into the engine and
by which it is exhausted, may be placed a throttle valve (B), and by means
of two tappits (C, D,) fastened to the shaft of the power wheel the throttle
valve is opened (in their revolutions) just at that point where the valve
(M, Plate 2, Fig. 8,) leaves the guard (N) and closes the steam chamber (Q)
and keeps the throttle valve open while the other valve (M) traverses the
quadrant of a circle, and then closes the throttle valve until the valve (M) of
the engine arrives at the exhaust (L), being another quadrant. Allowing the
steam at its maximum density to press upon the valve (M) while it traverses
the first quadrant, and to operate by its expansive power alone while traversing
the second quadrant, we have the current of steam shut off one half the time,
and only diminish the power of the engine twelve per cent. By this method
thirty-eight per cent. is added to the power of this engine, provided it were
driven with a full current of stean kept on all the time, as is generally done
in high-pressure reciprocating engines. This engine is less liable to get out of
order, all its running joints being ground metal, and so constructed that s
whenever they become leaky by wearing, the evil may be instantly remedied
by means of the set screws.
.
Thirdly, Plate 3, of a helical plane submerged propeller. This propeller
consists of a simple blank plate (A). like that of a circular saw without teeth,

page_text: hung on a shaft. Cut this plate from the periphery to the shaft and open the
ends on the shaft until the distance between be never less than the semi-
diameter (Fig. 1), and never greater than two-thirds of the diameter of the
circle (Fig. 2), and let the opening at the shaft or hub (C) be precisely that
of the opening (D) at the periphery, so that every part of this plane, from one
extremity to the other, will stand at a right angle with the shaft or hub, and
that will give the forin of the above-named propeller. This propeller is of cast
metal, whether iron or brass, with a hub (C) in the centre, through which
passes the shaft on which it is hung. The thickness of this propeller, according
to its diameter, is from three quarters of an inch to three inches at the hub,
uniformly diminishing to from one-eighth to one-half an inch at the periphery.
The helical plane should be constructed with such uniformity that, when one
jaw has entered the water, every succeeding part during its revolutions will
pass through that opening without producing any commotion or disturbance.
This opening at the extremities must be such that a right line drawn along
the centre of the shaft, parallel with its two sides, will touch neither of them.
Each jaw is bevelled off to a sharp edge on that side where they stand in
juxtaposition, so as to make them pass through the water easily, and always
over reach in every revolution.
Fourthly, Plate 4, of the gearing, by which the power of the engine is com-
municated to the propeller. This consists of two driving pullies (E, F)
fastened to the shaft (G) of the engine, one at each extremity, connected by
two bands or straps (H, I,) to corresponding pullies (J, K,) fastened to the
shaft (L) of the propeller. Each of the above bands or straps is about from
one to two feet in width, and consists of two or more strips of leather or gutta
percha sewed and riveted together, and which, when tightened by one or more
tightening pullies (M, N), serve to transmit the motion of the power wheel of
the engine to the propeller shaft. The relative size of the above-mentioned
driving pullics and those of the propeller shaft is graduated so as to give an
increased number of revolutions to the propeller without increasing those of
the power wheel of the engine; bands or straps, consisting of a single strip
of leather or gutta percha, may be used in cases where great power is not
required.
The advantages of the boiler are as follows:-The lower frustrum of the cone
gives an increased fire surface without the necessity of increasing the whole
mass of the waist or stem. The upper frustrum for like reasons gives an
increased water and steam chamber, the stay bolts passing at right angles
through the centre of the waist, and the upper frustrum increase their strength
in the proportion of six to one, provided the same weight of iron were added to

page_text: the boiler plates of their peripheries. The waist of the boiler being filled with
perpendicular tubes gives such a draft as to render a smoke stack unnecessary.
Another advantage of this boiler is, that the water line is placed at the greatest
possible distance from the fire line. Another is, that this boiler being supplied
with water from condensed steam or alcohol never requires cleaning, and is there-
fore free from the danger of being burnt or destroyed by deposits on any part
of its surfaces, thus preventing their coming in contact with the water, by which
the excess of caloric is transported and the boiler preserved. This boiler will
occupy much less space than any other possessing equal efficiency. One of
the most important considerations of this boiler is, that its tubes are both
philosophically and practically reduced to that grade both in length and
diameter which will give the best practical draft, at the same time impart all
their excess of heat, and by the exposure of their external peripheries to the
water cut up into thin plates produce an effect which cannot be excelled, if it
can possibly be equalled, by any form or combination of matter. the result of
human ingenuity; that is to say, that no boiler occupying the same space and
having in its composition no greater weight of metal can be formed by human
ingenuity so as to produce results equally beneficial. Its simplicity of con-
struction and the facility with which repairs may be made when injuries occur
are not equalled by any boiler at present known, except the common cylinder.
This boiler with its appendages possesses a property found in none others, being
supplied with water, the result of the condensation of its own steam. The waste
and supply by the action of the force pump will always be equal, so that the
quantity of water in the boiler will always be uniform by the action of the
engine, without depending upon the vigilance of the cngineer. In cases of
explosion (which is out of the question if the boiler be well made and reasonably
managed) the danger of destruction of life or property will bear no comparison
with those from any other boiler, because the explosion can only take place in
some small point in the boiler, and there being comparatively very little water
therein that water will most likely flash into very high steam the moment it
into the atmosphere, and that very contact deprives it of its power to
injure, being instantly reduced into watery vapour. The boiler being supplied
with water from which the atmospheric air has already been expelled, and not
being permitted again to come in contact with air before its return, will never
foam in the boiler like water charged with air or any gelatinous substance.
Another advantage of this boiler is, that its pump being double, the valves
vertical, with reservoirs below them for the reception and detention of any
foreign substanco which might happen to get into the fluid, they afford a moral
certainty of the efficiency of their action. But the greatest practical advantage
escapes

page_text: of this boiler in connection with its appendages is, that it ennables the engine
to exhaust its steam, whether high or low pressure, into a
"Torricelian
vacuum" without any additional labor, comparative speaking, excopt that
which is expended in propelling machinery. The valuable properties of the
engine over the piston or reciprocating engine are as follows:-The small space
that it occupies, the great simplicity as well as durability of its parts, its freedom
from friction and liability to get out of order, all its running joints being those
of ground metal, and that the small quantity of steam which may at any time
escape under the packing ring from that part of the chamber where the steam
acts against the valve into the space between the cylinder head and the wheel,
must acquire a density nearly equal to that whence it escaped before it will
repass the packing ring into that part of the engine where the steam is exhausted.
This equilibrium of steam between the chamber whero it exerts its power and
that space between the head and the wheel which it fills saves an immense
quantity of waste steam which cannot be done in a piston engine; or, in other
words, is packing a steam engine with steam. Another peculiar advantage of
this engine is, that the steam always exerting its power on the periphery of the
steam wheel, at equal distances from the centre, has a uniform leverage, and
gives the same amount of efficient energy in every part of the circle, thereby
giving double the power in every revolution over that of a piston engine, the
crank of which, if allowed its maximum energy one-half the circle, will have
none through the balance. In this engine the expansive power of the steam,
by means of the cut-off through the throttle valve, is used with its greatest
efficiency and perfect case and simplicity. The advantages of the helical plane sub-
merged propeller are as follows; that it is light, cheap, simple in its mechanism,
durable, strong from the nature of its construction, and being submerged is
free from all the contingencies of most other instruments used for propelling
boats, especially side wheels. It requires only about one-half the power
exerted through side wheels, and about one-sixth when the present submerged
propellers are used to produce the same results. The whole power of the
engine when used with this propeller is exerted in a direct line with the keel,
and is therefore all consumed in propelling instead of what occurs with other
submerged propellers, where from four to five sixths of the power is lost in
lateral action. In this propeller there is no friction or loss of power in
dragging the water in a circular direction. This propeller is peculiarly adapted
to canals, as by its tranquil action in the water it is free from that commotion
which destroys the banks when other propellers are used. The advantages of
the gearing are as follows:-The driving pullies being two in number, together
with their bands or straps connecting them to the corresponding pullics of the

page_text: propeller shaft, give a great increase of power, and being placed one at each
extremity of the shaft of the engine, prevent that unequal strain on the engine
which occurs when but one set of pullies is used. The width of the bands or straps
increases their power considerably, and each being composed of several strips
sewed and riveted together prevent that extreme stretching which has heretofore
been found so great an objection to their use. The advantages of this gearing
over that of cog-wheels are as follows:-It possesses much less friction, is
more quiet in its action, and is therefore not so likely to get out of order.
Being more simple in its mechanism, repairs can be made with much greater
facility. Another advantage is, that the propeller can be placed in or out of
gear in less time and with much greater ease. But one of the most important
advantages is, that the bands or straps when rendered tense by their tightening
pullies not only diminish the friction of the engine, but by sustaining the
weight of the propeller its shaft and pullies attached thereto overcome an
immense amount of friction in the bearings of the propeller shaft.
What I claim in the boiler, and desire to secure as my Invention, is as
follows:-
First, the frustrums of cones at its extremities.
Second, filling the waist with tubes.
Third, graduating those tubes in length and diameter to that point which
gives them the greatest practical efficiency.
Fourth, strengthening the boiler by stay bolts, passing alternately at right
angles through its centre from the lower to the upper plate.
Fifth, the whole apparatus of the condenser.
Sixth, the double force pump, with the hanging valves.
Seventh, the combination of the whole of these several parts together; to wit,
boiler, condenser, and double force pump, substantially as heretofore described.
What I claim as my Invention in the rotary steam engine is, a new me-
chanical construction and combination of material, inasmuch as steam has
never yet been applied through any engine of a rotary form, so as not only to
compete with but absolutely excel its application through the piston or
reciprocating engine; this may be considered not an improvement on any
former rotary, but an engine entirely new and distinct from all others. There
is not one of its component parts, whether cylinder, power, wheel, valves,
springs, guards, or cross-head, but what differs essentially in some part of its
mechanical construction from the same nominal pieces of mechanism anywhere
else found, and yet all those differences as well as their particular application
are essentially necessary to the perfection of this engine.
I therefore claim each and every one of its several parts in their present

page_text: mechanical structure, together with their combination as a whole, forming a
complete engine.
I also claim the whole arrangement of the apparatus by which the steam is
cut off, consisting of the steam chest with the slide and throttle valves con-
tained therein, together with the tappits by whose revolutions the throttle
valye is opened and shut.
I further claim the combination of this engine and the cut off with the
boiler, condenser, and double force pump, substantially as heretofore described,
irrespective of any other machinery with which they may be combined.
What I claim as my Invention in the helical plane submerged propeller is
as follows, not that it is an improvement on any other, but as a new and
complete piece of mechanism, entirely distinct and different both in principle
and construction from all others now known.
What I claim as my Invention in the gearing is as follows:-1st, placing
one set of pullies, their band or strap and tightening pulley, at each extremity
of the shaft of the engine; 2nd, using bands or straps consisting either of two
or more strips of leather or gutta percha sewed and riveted together, or a single
strip of gutta percha, as a means of connecting the driving pullies with those
of the propeller shaft.
Lastly, I claim the combination of the.boiler, condenser, double force pump,
rotary steam engine, cut off, helical plane submerged propeller, and gearing, sub-
stantially as heretofore described, irrespective of all other claims or combinations.
Interlineations, page 8, line 88, the word "firmly."
"
14, " 17,
33
" one."
In witness whereof, I, the said Ethan Baldwin, have hereunto set my
hand and seal, the Seventeenth day of September, in the year of our
Lord One thousand eight hundred and fifte
By his Attorney in fact,
JOHN T. CLEMENS.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, ETHAN
BALDWIN, a resident of the City of Philadelphia, and citizen of the United
States, send greeting.
NOW KNOW YE, that whereas I have invented a new and useful method
of generating and applying steam in propelling vessels, locomotives, and
stationary machinery, and that whereas I am desirous of obtaining Your
Majesty's Royal Letters Patent under the Great Seal of Your Majesty's United

page_text: Kingdom of Great Britain and Ireland, for the sole use, benefit, and advantage
within that part of Your Majesty's said United Kingdom of Great Britain and
Ireland called England, Your Dominion of Wales, & Town of Berwick-upon-
Tweed, and also in Your Majesty's Islands of Jersey, Guernsey, Alderney,
Sark, and Man, and in all Your Majesty's Colonies and Plantations abroad,
for the term of fourteen years, pursuant to the statutes in that case made and
provided, for good and sufficient reasons me moving thereto, I have constituted
and appointed my trusty and wellbeloved friend, John T. Clemens, my legal
representative and attorney in the premises, and I do hereby authorize and
empower the said John T. Clemens to affix my name and seal to all petitions,
declarations, specifications, drawings, and other papers that are or may become
necessary in procuring said patent or patents, and furthermore to do and
perform all things whatsoever necessarily relating to the same, hereby ratifying
and confirming whatsoever my said attorney shall do touching the premises,
and giving to all his acts the same legal force and effect as though the same
were performed by myself in person.
Witness my hand and seal, at the City of Washington, this Sixteenth day
Attostes,
HENRY D. Moore.
ETHAN BALDWIN. (L.S.)
CHARLES DE SELDING.
United States of BE it known that on the Sixteenth day of March, in the year
America, District
of Columbia, City
and County of
Washington.
of our Lord One thousand eight hundred and fifty, before me,
Charles De Selding, a public notary in and for the County
of Washington, in the District of Columbia aforesaid, by
lawful authority duly appointed, commissioned, and sworn, residing in the
City of Washington, came Ethan Baldwin, before named, and acknowledged
the foregoing power of attorney to be his act and deed.
In testimony whereof I have hereunto set my hand and affixed my scal of
oflice, at Washington aforesaid, the day and year aforesaid.

page_text: before whom the above acknowledgment was made, and who has thereto
subscribed his name and affixed his notarial seal, was at the time thereof a
notary public in and for the county and district aforesaid duly commissioned
& sworn.
In testimony whereof I have hereunto subscribed my name and affixed the
seal of said Court, this 16th day of March, 1850.
District of olumbia.
I, William Cranch, Chief Judge of the Circuit Court of the District of
Columbia, hereby certify that the above attestation of John A. Smith, Esquire,
Clerk of the Circuit Court of the District of Columbia, for the County of
༧ve
Washington, is in due form given under my hand, this 16th day of
March 1850.
TO ALL TO WHOM THESE PRESENTS SHALL COME, greeting:
I certify that W. Cranch, whose name is subscribed to the paper hereunto
annexed, is now, and was at the time of subscribing the same, Chief Judge of
the Circuit Court of the District of Columbia, duly commissioned, and that full
faith and confidence are due to his acts as such.
In testimony whereof I, John M. Clayton, Secretary of State of the United
States, have hereunto subscribed my name, and caused the Seal of the
Department of State to be affixed.
Done at the City of Washington, this Sixteenth day of March, A.D. 1850,
and of the Independence of the United States of America the 74th.

page_text: AND BE IT REMEMBERED, that on the Seventeenth day of September,
in the year of our Lord 1850, the aforesaid John T. Clemens came before
our said Lady the Queen in Her Chancery, and acknowledged the Specification
aforesaid, and all and every thing therein contained and specified, in form
above written. And also the Specification aforesaid was stamped according to
the tenor of the Statute made for that purpose..