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dent that we might at pleasure transport a regiment to Odessa, Constantinople, or any of the ports in the Mediterranean, or to St. Petersburgh, or any of the northern cities, or to the West Indies and principal American ports, at once, without waiting for wind or stopping for fuel, and there is no doubt, but that with ships like these, with true British tars on board, England's superiority on the waters will be long maintained.

RECENT AMERICAN PATENT. (From the Franklin Journal for March). BOILERS FOR GENERATING STEAM: James J. Rush, Machinist, Philadelphia.The general principle upon which I construct my boilers, (says the patentee,) is that of combining together two, three, or more sections of cylinders, in lieu of two or more

perfect cylinders, placed side by side; such sections of cylinders having tubes within them, constructed and operating in the manner of those ordinarily used in locomotive steam engines. The accompanying sketch is a cross section of two such cylindrical sections united together, by rivets or bolts, a, a, and to the diaphragm, or plate, b, b, extending the whole length of her boilers. The cylindrical parts of such a boiler may be three feet six inches in diameter, and their conjugate diameters six feet, more or less. Such boilers do not differ in the general mode of arranging the tubes for the passage of heat, from those in general use. I intend in general, to surmount these boilers by steam chambers. Three or more sectional cylindrical boilers may be connected together in the same way, with the former. The combining together of boilers consisting of sections of cylinders as herein described, constitutes my first improvement.

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My second improvement consists in the using of sheets of wove wire, or wire gauze of a fine texture, similar to that employed in bolting machines, to prevent the rising of the water into the steam chamber, and the consequent throwing of a quantity thereof into the cylinder, intermingled with the steam. For this purpose I stretch sheets of wire gauze upon suitable frames, which frames are allowed to float upon the surface of the water in the boilers; or I stretch such sheets of wire gauze across the tubes which connect the boiler with the steam chambers, or I place them in any other manner which convenience or the particular

construction of the boiler may suggest, so that the sheet, or sheets, may be interposed between the water in the boiler, and the steam chamber or reservoir; where it will have the effect of breaking the rising bubbles, and of separating the water and steam from each other.

I am aware that wisps or tangles of wire have been placed in steam pipes, with a view to the obtaining of the end proposed by me, but my plan of interposing a sheet of wire gauze, just above the surface of the water, which I have found to answer the intended purpose in the most perfect manner, is, as I believe, essentially new.

NOTES AND NOTICES.

The New Copyright Bill.-We are by no means sorry at having to announce that Mr. Serjeant Talford has thought proper to withdraw his Copyright Bill" for the present Session," notwithstanding its

triumphant progress to Committee. It is understood that the learned Serjeant's reason for this proceeding was, that the Government would have exerted its influence against the Bill, if it had been

proceeded in,-moved, perhaps, by certain of the great publishing houses, who had commenced a vigorous opposition, at the eleventh hour, to those parts of the measure which they were apprehensive would interfere with their "vested interest" in copyrights already purchased. It still seems to be held that the public is a party having no concern in the matter, as Mr. Serjeant Talfourd, when withdrawing the Bill, spoke in the most confident terms of his hopes of ultimate success, not on the ground of its public utility, but because" alterations had been introduced which were likely to remove the objections of the publishers to its provisions." It is devoutly to be wished that, the learned Serjeant will take a more enlarged view of the subject previous to his next attempt at legislation.

A British Architect.-The present Rajah of Tanjore, who is remarkable for the zeal with which he promotes the study of the English language and literature throughout his dominions, has just proved himself an active corresponding member of the Institute of British Architects by transmitting, in return for the Transactions of the Institute, a number of highly-finished drawings of the most celebrated buildings in his territory, especially the ancient temple of Avidiar Coil. The letter enclosing these drawings, in the handwriting of "Seevajee Rajah" himself, does honour to his highness's reputation as an English scholar.

Nove! Pleasure Excursion.-The navigation of the Atlantic by steam bids fair, in a short time, to cause the trip to America to be looked upon as a mere trifle. We are told that the people of New York, on the arrival of the Sirius and Great Western, began to talk forthwith of the pleasure aud propriety of taking an excursion to England, by way of seeing something of the old country," and enjoying a short holiday, Not to be behind hand, a Liverpool company which has just started, and has chartered a Dublin steamer, the "Royal William" for the voyage, advertises that she will not start on her return for ten days after her arrival at New York, in order to afford her passengers an opportunity of viewing "the beautiful scenery of the Hudson, and the stupendous Fails of Niagara," previous to their return! This is "going a-head" rather too fast; even in these march-of-intellect times we should think there were but few folks wise enough to take a voyage of at least a month (there and back) for the sake of ten days' pleasuring, to say nothing of the expense. It will be well if these steam-speculators do not progress too rapidly in other particulars. It is to be feared that in the eagerness to rush into the market, steamers of a class ill-fitted to breast the Atlantic will be employed in the service, and that accidents may perhaps occur, from this cause alone, calculated to cast a dump on ocean steaming which it may require many successful voyages of better adapted vessels to remove.

Progress of Journalism.-The empire of Persia is no longer destitute of a newspaper, an official Gazette having made its appearance in the capital, Sehrauu, regularly since the commencement of the present year. It is printed from stone, the Persian metropolis not yet boasting of a letter-press printer, and, by way of decoration, each number is surmounted by an imposing representation of the arms of the empire.

Common Road Steamers.-Sir,-In your last number (777), a correspondent who signs himself “ An

Advocate of Steam Locomotion," expresses much interest in that department of science. If he will apply to Mr. Alexander Gordon, civil engineer, No. 22, Fludyer-street, he may see something in the locomotive boiler way, that will please him. Further, I can give him such information on the subject as will settle his ideas on the subject. I fully agree with him, that Sir James Anderson's plagiarism on Mr. Hancock's boiler will still further bring common road steam travelling into contempt. I am, &c. July 2, 1838. F. MACERONI.

Locomotive Villages.-The Messrs. Lyons, coachmakers of this city, are building a small moveable village for the Utica and Syracuse railroad. This company have now on their road two steam-engines, which drive the piles upon which the road is built, and saw them off at the proper level, the rails are then laid and the road completed as they go along. The "village," consisting of a number of neatlooking cottages, is to be placed on the road in the rear of the pile drivers, for dwelling houses for the mechanics and labourers on the road. Improvements will never stop; and we shall yet see the time when one may take a tea kettle in his hand, put a few chips in his pocket, get astride a broomstick and go where he pleases. Utica Democrat.

Railway Speed Extraordinary.-It is stated that an engine on the Great Western Railway, sent to the assistance of another engine performed twelve miles in the most incredible time of five minutes, being at the rate of 144 miles per hour.-Salisbury Herald.

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Field Piece Wanted.-A correspondent requests us to "invite offers to construct a field piece of wrought-iron, either iron wire rolled round a cylinder and hammered solid, or a solid bar of iron to be bored out. It must be about three and a half feet long, nine and seven inches in diameter at the ends, and weigh (when bored out) about 4 cwt.”—Address to P. A., H. A. ɔare of our publisher.

Railway Map of England.-On the first of August will be published the Title, Index, and Contents to vol. 28 of the Mechanics' Magazine, and as a frontispiece to the volume a large map of the Railways in England and Wales, price 6d. The map alone ou fine paper, price 6d. Also the volume complete, in half-cloth, price 8s. 6d.

British and Foreign Patents taken out with economy and despatch; Specifications, Disclaimers, and Amendments, prepared or revised; Caveats entered; and generally every Branch of Patent Business promptly transacted. A complete list of Patents from the earliest period (15 Cur. 11. 1675,) to the present time may be examined. Fee 2s. 6d.; Clients, gratis.

LONDON: Printed and Published for the Proprietor, by W. A. Robertson, at the Mechanics' Magazine Office, No. 6, Peterborough-court, between 135 and 136, Fleet-street.-Sold by A. & W. Galignani, Rue Vivienne, Paris.

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PATENT RAILWAY CARRIAGE-WHEELS -LOSH'S, HAGUE'S AND PATON'S.

In August, 1830, Mr. William Losh obtained a patent for "certain improvements in the construction of wheels for carriages to be used on railways ;" and the improved wheel formed according to this patent has come very extensively into use. Mr. Hague, the engineer, of Wellclose-square, having lately been making wheels for railway carriages upon a plan which Mr. Losh considered to be the same as that which he had patented, Mr. Losh applied to the Court of Chancery for an injunction to restrain Mr. Hague from making the wheels in question, and the case was argued in the Vice Chancellor's Court on the 9th of last August, an injunction granted, and the question of the validity of Losh's patent referred to a jury in a court of law. This reference was tried in the Court of Exchequer on the 4th inst., when a verdict was returned in favour of Mr. Hague, and against Mr. Losh's patent right. The arguments used, both in the Courts of Chancery and Exchequer against Losh's patent were; 1st, that a patent had been obtained as long ago as September 1808, by a Thomas Paton, of Christ Church, Surrey, for iron wheels in which the same mode of construction was used as that patented by Losh; 2nd, that Mr. Losh himself, in conjunction with Mr. Stephenson, had previously taken out a patent for an invention similar to the one in question. It was also argued, on behalf of Hague, that the wheels which he made were not the same as Losh's patent; and that Losh's wheels would not answer if made according to his specification, he having materially departed from it in the wheels which he now constructed. We shall lay before our readers the substance of Losh's and Paton's specifications, and a description of Hague's wheel, alleged to be an infringement of Losh's patent.

Mr. Losh states in his specification that the object to be attained by his improvements is, to render wheels

more durable and less liable to be damaged or broken by the violence of the shocks to which they are liable, than the wheels hitherto in use upon railroads, and more particularly when propelled with rapid motion. The spokes, the rims or felloes, and the tires of his wheels are to be made wholly of malleable-iron

and to be joined one to another, and to a cast-iron central nave, in the manner afterwards described, whereby all the parts are so firmly fixed and united one to another, that they will all act simultaneously to support or sustain the castiron nave in the centre of the wheel, and to preserve the true form of the wheel in every respect.

Fig. 1 (opposite page), is a side elevation, and fig. 2 a section of a wheel. A is a central nave of cast-iron. a, b, c, are the spokes made from bars of flat iron. In the formation of such a wheel, the bars for the several spokes are wrought with elbow bends, p, q, t, near the middles of their lengths, the prolongations beyond those elbow-bends being curved, as represented at p, r, in the engraving; so that when the proper number of such spokes are put together, their curved prolongations beyond the elbow bends will form a complete circle, and their straight parts within these elbow-bends, will form the radii of that circle. To unite all these spokes together to form a wheel, the proper number are laid round in a suitable mould, prepared for the purpose of casting the central nave, in the manner usually practised by ironfounders. The central ends of the spokes which project into the cavity of the mould for the nave-being heated before laying them in the mould, according to the usual practice of iron-founders when they intend to run cast-iron around wrought-iron; the cast-iron for forming the nave, A, is run around the inner or central ends of all the spokes; these ends had been previously indented or cut dove-tailed, so that they cannot draw out of the cast-iron which is run around them; or a hole may be pierced through these ends about which the cast-iron is to be run. For security against splitting the cast-iron nave, circular hoops, vv, of malleable iron, may be put on around both the projecting ends of the cast-iron nave Ã, these hoops being applied hot, so as to shrink on the cast-iron and bind it very firmly. The outer ends or curved prolongations of the spokes beyond the elbow-bends (which prolongations fit together, as shown in the engraving, to form a circular rim) overlap each other sufficiently to enable them to be united one to another: for instance, the extreme end r, of the curved prolongation of the

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