IMPROVEMENTS IN THE CONSTRUCTION AND ARRANGEMENT OF ENGINES AND MACHINERY FOR PROPELLING BOATS OP VESSELS ON WATER, WITH A MEANS OF PREVENTING INCRUSTATION IN THE BOILERS, PARTS OF WHICH IMPROVEMENTS ARE APPLICABLE TO LAND PURPOSES
Year: 1848

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOSHUA
TAYLOR BEALE, of East Greenwich, in the County of Kent, Civil Engineer,
send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the Thirteenth day of June, in the eleventh year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the said
Joshua Taylor Beale, Her especial licence, full power, sole privilege and
authority, that I, the said Joshua Taylor Beale, my executors, administrators,
and assigns, and such others as I, the said Joshua Taylor Beale, my executors,
administrators, or assigns, should at any time agree with, and no others, from
time to time and at all times during the term of years therein mentioned,
should and lawfully might make, use, exercise, and vend, within England, Wales,
and the Town of Berwick-upon-Tweed, my Invention of "IMPROVEMENTS IN THE
CONSTRUCTION AND ARRANGEMENT OF ENGINES AND MACHINERY FOR PROPELLING BOATS
OP VESSELS ON WATER, WITH A MEANS OF PREVENTING INCRUSTATION IN THE BOILERS,
PARTS OF WHICH IMPROVEMENTS ARE APPLICABLE TO LAND PURPOSES;" in which said
Letters Patent is contained a proviso, obliging me, the said Joshua Taylor
Beale, by an instrument in writing under my hand and seal, particularly to
describe and ascertain the nature of my said Invention, and in what manner
the same is to be performed, and to cause the same to be inrolled in Her
Majesty's High Court of Chancery within six calendar months next and imme-
diately 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: NOW KNOW YE, that in compliance with the said proviso, I, the said
Joshua Taylor Beale, do hereby declare that the nature of my said Invention,
and the manner in which the same is to be performed, is particularly described
and ascertained in and by the following description thereof, reference being
had to the Drawings hereunto annexed, and to the letters and figures marked
thereon (that is to say):-
My improvements have reference, first, to improved rotatory engines and
pumps.
Secondly, to a new combination of reciprocating steam engine cylinders, and-
the application of improved rotatory pumps to reciprocating engines, and also
to an improved construction of frame for carrying the cylinders of steam
engines.
Thirdly, to a new propeller and thrust apparatus.
And, fourthly, to the prevention of incrustation in steam boilers.
The first part of this Invention, which relates to rotatory engines and
pumps, consists in a new arrangement of parts constituting a new construction
of rotatory engine, and the combining together of two such engines; also in a
peculiar construction of self-adjustable piston or slide, capable of elongation to
suit the varying positions it has to assume in its excentric rotation within the
cylinder of the engine; and, further, in the peculiar construction of drum
excentric to the cylinder (forming the guide for the piston), which drum, by
means of the packing pieces on its periphery, forms a secure stop against the
escape of the steam between it and the cylinder, without producing that friction
on the cylinder which has been found so objectionable in rotatory engines
generally. This drum I also employ in the construction of rotatory pumps.
Another peculiarity under this head of the Invention is the construction of
clastic end plates for rotatory engines and pumps.
In Sheet No. 1 of the accompanying Drawings these several improvements,
which constitute the first head of my Invention, are clearly shewn. Fig. 1
is an end view, Fig. 2 a side view, and Fig. 3 a plan view, of an arrange-
ment of a pair of my improvement rotatory engines. In this arrangement
A, A', are the two engines combined, somewhat, after the manner shown in
Bainbridge and Thayer's Patent, inrolled June, One thousand eight hundred
and twenty-three. Fig. 4 is a section of one of these cylinders. B is the piston
or slide, of the exact length of the cylinder; it is made of two pieces, which
lap over one another, their combined thickness filling the opening cut for their
reception through the centre of the drum C, which is mounted excentrically in
the cylinder of the engine. These half slides are exactly alike; one is shewn
at Figures 5 and 5*. It will be seen that one end is double the thickness of

page_text: the other part. I call this the head of the slide. This head carries a metallic
slip a (as in Marriott and Siebe's Patent, inrolled September, One thousand
eight hundred and twenty-eight,) the exact length of the slide, and though
fitted to the groove in the slide head, is yet so much shallower as to allow of a.
slight blade spring being inserted beneath it in the recess, and is also capable of
a slight motion to allow of its wiping against the internal surface of the cylinder.
Each end of the slide head is also furnished with a pin b, b', firmly fitted into
it; these pins project and (when the engine is together) take into holes in
the segmental pieces D, D', Fig. 4; the other ends of these slides are each
furnished with a little square slip, kept against the surface of the other slide
by means of a slight blade spring under it; they are the exact length of the
slide. It is evident that these slides must be of such a length as to admit of
their assuming the position shewn by dotted lines at Fig. 4, in which position
their inner ends should nearly touch the shoulder of the slide head. The
segmental pieces D, D', are of such length as nearly to touch one another at
their nearest approach, and are fitted in pairs into recesses in the end plates
E, E, & E, E, respectively. The drum C (which is about of an inch off
the interior periphery of the cylinder at its nearest part) is grooved longi-
tudinally on its periphery for the purpose of receiving dovetail slips d, the
exact length of the drum; they should be in sufficient number to allow of one
being always in contact with tho cylinder (except when either head of the
piston is passing that part, when the slip in it will act as one of these drum
packing pieces); they should not have more than an eighth of an inch range,
and may be kept out by springs under them by the steam, which will get under
them when they are depressed; or they may pass over a small hole through
the flexible end plates to receive a supply of steam for that purpose. The slides
or pistons of the two cylinders or engines A, A', are set at right angles to each
other to make the action more regular. The construction of the parts in both
engines are precisely similar, and, as will be understood, the two cylinders have
a central shaft in common. Figures 6, 7, 8, and 9 are views of the drums.
Figure 7 is a side view or plan; each of the drums C, C, are the exact length
of the cylinders. I prefer that they should be about six-tenths of the diameter
of the cylinders. e, Figures 6, 7, and 8, are the steam ways to be used when
the engine works expansively. f, Figures 6, 8, and 9, are openings, at right
angles with each other, which are cut accurately through the centres of the
drums to receive the slides B; there are four recesses h, planed along the sides
of these openings, to admit of square packing slips, the exact length of the
drums, to be kept out against the slide by springs. Fig. 9 is a section through
the drums, and shews them cast hollow for lightness; the distance between the

page_text: drums will be sufficient to admit the two end plates E¹, E", which I will now
describe; they are both alike externally. Fig. 10 is a plan, and Fig. 11, a
section of one of them. F is an annular recess of the exact depth and diameter
to admit a pair of the segmental pieces D, before mentioned, fitting into it, so
that the segmental piece shall be flush with the surface of the end plate; i is
an opening, rather larger in diameter than the shaft at 1, between the two
drums (see Figures 7 and 9), and it is as much excentric to the outer circle
of the end plate as the drum is excentric to the cylinder; k is an opening for
the exhaust steam to pass through; and is one of the expansive ports, to be
presently further alluded to. The section, Fig. 11, shows the back of this end
plate recessed to receive steam, and likewise to leave the plate of a thickness
that will admit of its slightly yielding. A projecting rim is shewn around the
boss hole, and when the end plates are in their right position with each other,
these rims nearly touch, to prevent the end plates blowing back when the
engine is reversed. These end plates are made in halves, and are ploughed
and tongued together across the centre of the boss holes i. These flexible end
plates are secured together and to the cylinders by bolts, nuts, and steady pins
passing through the flanges of the cylinder, which parts, being familiar to
every workman, need no further description. On each of the other ends of the
two cylinders, Figures 2 and 3, two end plates are fixed; the thin or inner ones
E, E, are flexible end plates, and, like those just described, they have annular
recesses or grooves for the segmental pieces to slide in, and have similar expan-
sive ports through them, as likewise holes for the passage of the external bosses
of the drums. The outer inflexible or stuffing box end plates are recessed, to
admit the grooved part of these thin end plates, and likewise to admit steam.
These recessed parts must be larger in diameter than the internal part of the
cylinder, so as to allow of greater flexibility in the thin end plates, which serve
as the packing to the ends of the drum, the slides and segmental pieces with
the occasional addition of common resin, or of gutta percha, or of gutta percha
dissolved in any solvent, or resin mixed with tallow (which I prefer); it may
be mixed with any oily body. I sometimes add a portion of gutta percha
dissolved in turpentine, or any other solvent. These mixtures (which are also
applicable to certain bearings, as to those of locomotives,) hang about the
inside of the engine much longer than oil or grease alone, and not only form
an excellent lubricator, but a partial packing to any engine. The outer or
stuffing box end plates I shall now describe. Figures 12 and 13 represent one
of these end plates. The hole i¹ is bored out of a size to admit the fitting
therein of a brass bush, of such size internally as to admit of the easy passage
of the axle at the bottom, but it is enlarged to admit of another brass stuffing

page_text: piece or gland... Between these two pieces the hempen, or other packing, will
be compressed; this is, in fact,. but an ordinary stuffing box,.so familiar. to
workmen that an inspection of the Drawing is alone necessary. When the
engine is required. to be started, the steam comes along the pipe G, proceeds
right and left into the two slide, boxes H, H, Fig. 2. Now, supposing all the
ports are covered, the slide valves must be first brought into the requisite
position. This is effected, in the following manner:-At Fig. 2, m is a shaft,
carried by four colums n; o, are the slide rods, provided with a rack, into which
two pinions p on this shaft work.. At the back of these racks are four nicks
or indents, and there are little pawls. q, Fig. 1, which can be placed into
either of these indents, so as to hang or fix the slide valve r, Fig. 4, in a
position to admit the steam to work. the engine in either, direction, or, to stop,
or to work it expansively.... When it is required. to." go ahead," and to work
the engines expansively, the handles s are seized, and the shaft turned in the
necessary direction to cause the pinions p to place the slide valves in the position
shewn in Fig. 4; the steam.rushes down the port t, along the port u, to each
extreme end of the cylinders, and into the recesses between the end plates,
before described, and through the. holes in these end plates. Now, if either
pair of the steam holes or ways in the ends of the drums be over these openings,
the steam proceeds along them, and out into the cylinders, and acts upon the
pistons, until they are in the position shewn in the section, where it will be seen
that the opening in the drum has just left the opening (shewn dotted) in the end
plate below; that is, it will be so if the steam is cut off, or its ingress into the
cylinder stopped at half stroke; if it be required to work at any other degree
of expansion, then the openings through the flexible ends must be either longer or
shorter accordingly. Now, it is evident. that the segmental pieces D, D', would
at certain times cover up the steam ports and stop the ingress of the steam; it
is necessary, therefore, to cut through the segmental portions at that part v,
to admit of the steam passing through them at such time. If. I wish to work
"full pressure," that is, to allow the uninterrupted ingress of the steam, I
elevate (by means of the levers 8, &c.) the slide valve until the next port wis
open so much for letting the steam in. I will now describe how it is let out.
When the slide B is in the position shewn by the dotted lines, the steam will
have an equal amount of piston service to press upon at each side of the centre
of the drum C; the steam can therefore do no further good, and accordingly it
begins to escape along the passage a under the slide valve into the exhaust
port y, through the exhaust pipe, Fig. 2, and into the condenser I, (or into
the atmosphere, if non-condensing; the holes 1 and 2, Fig. 4, are to let out the
steam that still remains above the piston. If it is necessary to stop the engine.

page_text: the pawl q, Fig. 1, is withdrawn from the recess into which it has dropped, and
the slide (by means of the levers, &c.) is lowered until it covers all the ports.
If it be required to "go astern," or work the engine in the contrarý direction,
the pawl must be again withdrawn from the recess into which it will have
fallen, and the slide valve lowered (by the levers, &c.), until it rests upon the
bottom of the slide box; the port x, Fig. 4, will then admit the steam on the
opposite side of the piston B, and propel it in the contrary direction to that
before described. The steam will eventually find egress through the port w,
which was the inlet when "going ahead" full pressure, under the slide valve r
into the exhaust port y, and so into the condenser, as before described. The
steam ways in the end plates and in the drum, before described, are so placed.
and proportioned that they do not let the steam upon the piston until it is at
that part of the cylinder where it shall be equal to about one-fifth or one-sixth
of the greatest piston (that is to say), they do not admit the steam until the
piston or slide has projected beyond the periphery of the drum one-fifth or one-
sixth of its greatest projection, and in the middle of the depth of the cylinder a
little nearer to the drum than that part, and nearly up to that part of the cylinder
where the dovetail packing pieces D in the drum first touch upon the same, or
go "ahead" side of the cylinder. I cut a recess for the purpose of letting out
the steam, which would otherwise be compressed at that portion of the stroke
when going "astern," as also to open a communication with both sides of the
piston to admit the expanded steam before the entrance of the steam upon the
piston before described. Fig. 14 is a section through the condenser I and the
rotatory air pump, which is so analogous to the engine that but a short description
is necessary.
It is supposed in this arrangement to be driven by means of a
feather upon its axle, the end of which axle and the feather fit into corresponding
hollows in the end of the axle of the engine, as shewn at Fig. 9; but it may be
Other views of the exterior of the
driven by gear or any other suitable means.
condenser are shown in Figures 1, 2, and 3.
fixed a bonnet or socket, Figures 2 and 3, into which one end of the axle of the
air pump fits, and this bonnet or socket, being well fitted, ensures that end against
any leakage of air upon the opposite end of the condenser. The axle of the air
pump passes through an ordinary stuffing box, bearing upon it another stuffing
box (that is to say), there are two stuffing boxes, one behind the other, and a
pipe conveys steam, oil, or water between these two stuffing boxes, so as to
prevent the ingress of any air into the condenser. At the opposite end of the
engine is shewn a drag link with spherical crank pins, for transmitting the
power without putting any end strain upon the engine. Now, in these engines
and pumps I do not, confine myself to the use of lapped slides or pistons, as
On one end of the condenser is

page_text: shewn and described with reference to Fig. 4, for I sometimes use two slides of
equal thickness, as shewn at Fig. 15, which work in two opposite recesses cut in
the drum, leaving a mass of metal between them, through which a pin or pins
reciprocate, and cause the slides to follow the curve of the chamber A, which is
in that case not a cylinder, but made as in Bramah's Patent of One thousand.
seven hundred and ninety, or Bainbridge and Thayer's Patent, before men-
tioned (that is to say), it is made as near as possible to a curve that shall
always touch the ends of both the slides during their revolution within it, the
parallel packing slips in their ends making up for any slight inaccuracy. In
this case I cut shallow indents (shown dotted) in one side of each slide, from
the bottom or flat end to nearly the other end, to admit steam behind the slides
and allow it to escape.
An inspection of the Figure and the description of
the lap slide will be sufficient to enable a workman to understand this two-slide
engine. It will be seen that four or any even number of slides may be kept
out in this way. I do not confine myself to number, sometimes using one slide,
as in Bainbridge and Thayer's Patent, and I cut a portion equal to about one-
sixth more or less of the periphery of the drum, and from the same centre as
the drum into the cylinder, as shewn, applying my flexible end plates, drum
packing, &c. thereto; and when using three (Fig. 18) I use a circular cylinder
and segmental pieces, as described and shewn in Fig. 2, having the recesses
for the slides meeting in the middle, and allowing the slides almost to touch at
their nearest approach to each other in the middle of the axle. When I use
the lap slide engine for exhausting or forcing gas or air I make it of somewhat
the proportions shewn at Fig. 16; the ways will of course be made propor-
tionally large, as in other pumps, &c. I do not, when exhausting gas, use any
internal packing, except the slips in the heads of the slides. Fig. 17 will be
readily understood; it is the same as in Fig. 4, excepting that the drum is
rather larger, and the slides, instead of being lapped, are as in Fig. 15, with the
difference that their inner ends nearly meet at their nearest approach. When
it is desired to pack the segmental pieces before alluded to (as D, D, Fig. 4)
upon their edges, two small packing pieces (a', a', Fig. 18) of the same depth
as the segmental pieces are let into the flexible end plates, having a spring
behind them, forcing them in contact with the edges of one or another of the
segmental pieces, thereby keeping them steam-tight at that part. Figures 19
and 19 are views of one of the segmental pieces. Underneath is a shallow
channel, into which fits accurately the piece b, which turns up and laps over the
edge of the segmental piece in the inner side, and stands flush with the other or
top side of it. Now, this turned-up piece fits into a corresponding recess in the
edge of the segmental piece, and the portion under the segmental part has a

page_text: hole through it, which admits the end of the pin in the slide. Now there is
another piece c¹, also fitting into this groove, which has likewise a turned-up
portion, the top of which stands flush with the top of the segmental piece, and
between the ends of these two pieces is a spring tending to force them apart,
and so packing the edges of the segmental pieces. These turned-up portions
must of course be of such width as always to be partly under the slide in its
varying positions, and the hole in the thin or tail part of the inner packing
piece must be made rather longer in the length of such piece than the diameter
of the slide pin that projects into it so as to allow of wear. It may be as well
to remark that any of the packing slips in these engines which travel over holes
must be stopped with pins, or some way stopped from getting into such holes
or steam ways.
The improvements in reciprocating engines, which constitute the second
head of my Invention, will be clearly understood by the following description
thereof, reference being had to Sheets Nos. 2, 3, 4, and 5 of the accom-
panying Drawings. Fig. 1, Sheet No. 2, is a side view, Fig. 2 an end
view, and Fig. 3 a plan, of an improved arrangement of reciprocating engine,
the principal novelty of which consists in placing two or more cylinders end to
end, and using one general piston rod for these cylinders, whereby great power
is obtained in a comparatively small space: A, A, A, Figures 1, 2, and 3, are
three cylinders of the ordinary construction placed together end to end, and
A', A', A', are three other cylinders of like proportions, and similarly arranged;
they together form two lines of cylinders placed side by side, and are all con-
tained within the same framing. The pistons in each set of cylinders are acted
upon simultaneously by the first action of the steam without the intervention of
cranks, shafts, or other machinery. I do not confine myself to the number of
the cylinders, or to the horizontal position of the cylinders, as I use two or more,
and apply them as vibrating or vertical cylinders, as required. In this arrange-
ment the end of the piston rod is furnished with a head or block B, and gives
motion (through a cross head, each end of which is furnished with blocks
fitting into and guided by the guides C) to the beams D, Fig. 1, which rock
upon the links E; from the other end of the beam a connecting rod F, either
of the construction shewn, or of the common or any other kind, gives motion
to the crank shaft G. Figures 4, 5, 6, and 7 are views of the pistons and piston
rod. It will be seen that the piston rods start with a size of requisite strength
for one cylinder, but with the addition of every other has an equivalent addi-
tion in strength. These varying sizes are coned down to receive the pisto::s II.
These pistons (which are not made up of junk rings, &c., as usual) are con-
structed simply as shewn in the sectional views, Figures 4 and 5. The pistons

page_text: are accurately fitted at their centre to the cones on the piston rods, and a
key a is passed through an opening made in the outer ring of the piston, and
securely driven through the piston boss and the piston rod to retain the piston
tight upon its rod. The metallic rings in the grooves are first turned of such
a size as to fit easily, but steam-tight, in the cylinders, and of a depth to fit after
the same fashion between the two flanges of the grooves in the pistons. The rings
are then cut into two, three, or more equal parts of such length as shall admit of
an equal number of wedges b fitting accurately between them; these wedges
have pressing against them each a spring, forming an efficient piston, not likely
to get out of order. The way I pack the piston rods between the cylinders is
shewn in Figures 8, 9, 10, and 11. On one cylinder plate or cover are
two projecting pieces c, c, which are fitted accurately against the cover of the
next cylinder (Figures 10 and 11), thereby forming an opening or trunk for
the reception of packing. Into each end of this opening is fitted a stuffing
or forcing piece d, which pieces are pulled towards each other by bolts, con-
tinuing from and through each respectively, thereby forcing the packing against
the piston rod in the centre. The cylinders are furnished in the customary
manner with steam passages and the ordinary short slide valves; they are
connected together and worked by excentrics, acting through the pinion e, Fig.1,
which gears into a rack upon the slide rod. There is one long slide box K to
each combined set of cylinders. L. is the steam pipe, and M the exhaust
pipe; N is the condenser, having within it the air pump, of the same construc-
tion as described with reference to Sheet No. 1 of the Drawings, but driven by
gear. In this arrangement, to which I do not confine myself when I use a
common single or double acting reciprocating air pump, I drive it by wheels,
but instead of increasing the speed I diminish it, so as to avoid the shocks
consequent upon a too rapid motion.
Sheet No. 3 shews an arrangement of this kind; the cylinders, slide boxes,
steam pipes, and many other parts are so similar to No. 2 as to need no
description. When I use this arrangement, for the sake of great compactness
I apply the power in the following way:-Upon the piston rod is a loop A,
Fig. 4, to admit of the revolution of the journal of the crank B; upon each side
of this loop is a connecting rod C for transmitting the power from the engines
to the crank shaft, as will be seen; the slide valves are worked from excentrics
upon the crank through the lever a, pinion 6, and racked rod c, Fig. 1; a shaft
d is capable by means of the wheel e of being thrown into gear, and working
into another wheel fixed to the excentrics, to work the engine by hand; it can
be withdrawn when the engine is at work, the pawlf (Fig. 3), by means of a
collar upon the shaft d, keeping it in or out of gear.

page_text: Sheet No. 4 is another application of the rotatory air pump described and
shewn in Sheet No. 1; it is driven by gear, as shewn. The mode of giving
motion to the slide valves (which may be of any of the common constructions)
is shewn at Fig. 4. A cog wheel a upon the crank shaft gives, motion, through
another wheel of equal size, to a short shaft c, Fig. 1,) carried by plummer
blocks d (Fig. 1); at each end of this shaft is a disc, furnished with a projecting
pin c, Fig. 4, which gives motion to a sliding frame f, which is guided by the
brackets 9. To this frame f two rods h are attached, which, being also
connected to the slide valve, communicate the required motion thereto. The
shaft is furnished with a bevil wheel k, Fig. 1, which gears into a similar
wheel upon a second short shaft at right angles to the shaft c. This second
short shaft is provided with handles i, and is to be used to work the engine by
hand; the looped piston rods, connecting rods, &c. are as in Sheet No. 3,
Fig. 4. Now it is evident that by placing another cylinder of equal pro-
portions upon the top of each of these cylinders the power would be doubled.
I do not confine myself to the number of cylinders so placed..
Sheet No. 5 shews a very similar arrangement to that last referred to, but
the slide valves are in this instance worked from the shaft by excentrics in the
usual manner, and instead of the loop in the piston rod, the top of the piston
rod carries a cross head, guided by guide frames fixed upon the cylinder cover,
or otherwise. From this cross head a connecting rod gives motion to the crank
shaft. With respect to the arrangements shewn at Sheets 4 and 5, I would
observe that the advantage of the cylindrical framing for supporting the
cylinders (it being at once light and strong) is that it puts an equal strain
upon the base and cylinder around the whole of its periphery, instead of
confining it to isolated portions (whereby liability to strain and breakage is
produced), as is the case with detached pilasters, columns, &c.
Where great
steadiness of motion is required, I put a sufficient number of engines to admit
of one balancing the thrust of another, that is to say, if one piston and its
appurtenances travel in one direction, I propose to balance it by another
piston, &c. travelling in the opposite direction, and so on in any arrangement.
I would remark, that although in the arrangements of engines herein-before
described I have had in view their application to marine purposes, yet when
so required they may also be applied (either in pairs, as shown, or singly,) to
land purposes, their compactness particularly suiting them to situations where
the saving of space is an object.
The third part of my Invention, which refers, as before stated, to improve-
ments in propelling boats or vessels, consists, firstly, in a peculiar construction
of propeller, having vanes which are cut from a cylinder, and when put together

page_text: form no portion of a screw; and, secondly, in an arrangement of parts for
taking the thrust from the propeller shaft. The propeller, which I propose to
term my "bird's-wing propeller," is represented in Sheet No. 6, at Figs. 1, 2,
and 3; A, in these Figures, being the wings or blades, and B the body or boss,
To obtain a clear understanding of the form of these wings, suppose the
dotted circles, Fig. 4, to be a hollow cylinder of the same or nearly of the
same diameter as the propeller to be constructed. Now, I take a portion of
such hollow cylinder, about one-sixth (shewn in lines), and of a depth equal to
the desired depth of the wings, (Fig. 5 is this portion,) and I cut away certain
parts which are at too great an angle on the one side and of too small an angle
on the other side; these portions I cut away until the mean angle of the hollow
side of the remaining piece or wing (when placed upon the boss with the centre.
line of the cylinder at right angles, or nearly so with the boss) is the requisite
angle at any diameter to produce the required pitch; and I fix these portions
or wings upon the boss, so that the leading or entering edge C is as much less
in its pitch as the after or tail edge D is greater in its pitch than the mean
pitch the outer edge is made equi-distant from the boss; the wings and boss
may be made one mass, or may be secured together; the wings may be fitted
on arms, or forged on the boss, or cast, as shewn in the Figures; or when I
desire to make the propeller less in the length of the vessel to which it may
be applied, I fix portions (that do not continue down to the boss) on arms.
The foregoing analysis being ample direction for drawings for any pitch or
diameter that may be required, I prefer from one-fourth to one-tenth of the
submerged midship section for the surface of the wings, taken collectively,
according to the build of the vessel to which it is required to be applied,
and the work which the vessel is intended to perform. I do not confine
myself to a hollow cylinder, but use portions of the skin, or outer portions, as
it were, of any other Figure bounded by a circle or circles around a common
line of centres fixed at right angles, or nearly so, with the boss or body of
such propeller or propellers, and so formed, as herein-before described, as
to be of, or nearly of, an equal pitch at all diameters; nor do I confine myself
to the number of wings, nor to the application solely of this propeller to the
propelling of ships or vessels, but I propose to employ it for propelling air and
other fluids, and also for the purposes of ventilation generally.
Figures 6 and 7 are views of my thrust apparatus, of which E represents the
propeller shaft of a vessel. It is supplied with a cone wheel F, which is, by
the reaction of the propeller when the vesssel is "going ahead," forced against
the cone wheels G, G', which are mounted on cross shafts H, HI', and thus the
thrust is transmitted to the other ends of these shafts, where it is taken by

page_text: the hard steel ends of the screws I, I', which may be kept surrounded with
oil. The two blocks J, J, K, K', are supplied with brasses capable of adjust-
ment by the screw bolts and keeper nuts L, L, M, M. The cone wheel
F, G, and G', are supplied with teeth, after the fashion of ordinary bevil wheel
which are for the purpose of insuring the rotation of these cone wheels, and
so to prevent those "flats" which they would be otherwise liable to by wear.
The blocks, shaft, &c. are fixed upon a bed plate O, which needs no
description.
The fourth and last part of my Invention, which refers to the prevention of
incrustation in steam boilers, consists in the employment of human urine,
rendered slightly alkaline by the addition of caustic potass, soda, or lime; or
instead of such addition, by exposing it to a temperature of from 70° to 80°
Fahrenheit to from four to five days. I introduce this mixture to the boilers
at the rate of two ounces per cubic foot of water, more or less, according to the
hardness of the water. For locomotives it may be put into the supply tanks
with the water; and in the boilers of stationary engines it may be added at
each time of cleaning out such boilers. I sometimes add hydrochloric acid to
putrid urine, but prefer adding chlorine in any of its deodorizing forms and
proportions to putrid urine, leaving it slightly alkaline. Marine and locomotive
boilers must of course be blown out in the usual way..
In witness whereof, I, the said Joshua Taylor Beale, have hereunto set
my hand and seal, this Thirteenth day of December, in the year of
our Lord One thousand eight hundred and forty-eight