Robert William Sievier, of Henrietta-street, Cavendish square, gentleman, for an improved waterproof cloth or fabric made either elastic or nonelastic, applicable to various useful purposes and for an improved manufacture of waterproof hats or caps. December 7; six months.

Nathaniel Partridge, of Elm Cottage, near Stroud, Gloucester, gentleman, for a certain improvement or certain improvements in mixing and preparing oil paints, whereby a saving of ingredients comDecember 8; six monly used will be effected. months.

John Samuel Dawes, of Birmingham, Warwick, iron-master, for improvements in the manufacture of iron by the application of certain known materials, and for improvements in preparing such materials, and for the recovery of certain products in the process of manufacturing iron. December 9; six months.

Jeremiah Horsfall, and James Kenyon, both of Addingham, York, cottin-spinners, for certain im. provements in engines used for carding cotton, wool, and other fibrous substances. December 9; six months.

John Bertie, of Basford, Nottinghain, lace-maker, for certain improvements in machinery for making bobbin-net lace, for the purpose of producing ornamented net or lace of various kinds, part of which improvements are in extension of certain improvements, for which Letters Patent were granted to him and one James Gibbons, bearing date the 5th June, 1834. D cember9; six months.

John Houldsworth, of Glasgow, cotton-spinner, for certain improvements applicable to drawing and shibbing frames, used in the manufacture of cotton and other fibrous substances; being a communication from a foreigner residing abroad. December 9; six months.

Lightly Simpson, of Manchester, chemist, for an improvement in the preparation of certain colours to be used for printing cotton and other fabrics. December 10; six months.

Frederick Hempel, of Prainenburg, in the kingdom of Prussia, doctor of chemistry, now residing at Great Portland-street, for certain improvements in oxidizing or oxidinizing certain animal or ve getable substances, and for separating the several and different parts of such substances, and to render them, by means of different operations, not only separately, but also in combination with other ma terials capable of producing useful articles. December 15; six months.

Daniel Dewhurst, of Preston, Lancaster, flaxspinner, and Thomas Hope, Joseph Hope, and Isaac Hope, all of Manchester, Lancaster, mechanics, for certain new and improved machinery for spinning flax, hemp, cotton, silk, and other fibrous substances by power. December 16; two months.

William Carpmael, of Crawford-street, gentleman, for certain improvements in locomotive steamcarriages, part of which improvements are also applicable to steam-engines and boilers in general; being a communication from a foreigner residing abroad. December 16; six months.

Robert Griffiths, of Birmingham, Warwick, for improvements in machinery for making rivet, screw, blanks, and bolts December 16; six months.

William Coles, of Charing Cross, Esq, for certain improvements applicable to locomotive-carriages. December 16; six months.

John Osbaldeston, of Blackburn, Lancaster, weaver, for an improved method of making a metal heald or healds for the weaving of silk, woollen, worsted, cotton, or any other fibrous substance. December 16; six months.

Ovid Topham, of Whitecross street, engineer, for certain improvements in dressing, stearching, clean. ing, and drying lace or net, known by the trade by the term of getting up lace or net. December 16; six months.

John Warwick, of No. 9, Three Kings-court, Lombard-street, merchant, for an improved lock and key; being a communication from a foreigner residing abroad. December 16; six months.

Henry Booth, of Liverpool, gentleman, for an improved method of attaching railway carriages together, for the purpose of obtaining steadiness and smoothness of motion. December 16; two months.

Pierre Erard, of Great Marlborough street, for certain improvements on harps. December 18; six months.

John Baillie, of Great Suffolk-street Southwark, engineer, and John Paterson, of Mincing-lane, London, gentleman, for improvements in propelling of ves-els and other doati g bodies by means of steam or other power. December 21; six months,

Thomas Howell, of Clare-street, Bristol, for certain improvements in musical instruments. December 21; six months.

Nicholas Troughton, of Broad-street, London, merchant, for improvements in the process of ob taining copper from copper ores. December 22; six months.

John Thomas Betts, of Smithfield Bars, London, rectifier, for improvements in the process of preparing spirituous liquors in the making of brandy; being a communication from a foreigner residing abroad. December 22; six months.

John Heathcoat, of Tiverton, Devon, lace manufacturer, for a method or methods of weaving or manufacturing divers kinds of goods and wares, and for machines or machinery applicable thereto. December 24; six months.

SUGGESTIONS ON THE NAVIGATION OF

THE ATLANTIC BY STEAM.

Sir, I now proceed to fulfil my promise, of communicating the results of my cogitations on the navigation of the Atlantic by steamers. Before I enter upon the details of the system, which is essentially different from any in use, I shall state what I consider desiderata to this end, all of which I hope are obtained in the proposed plan, though I do not pretend to insinuate that I consider my plans so good that they may not be improved ; on the contrary, I think them extremely imperfect, and, consequently, quite open to improvement.

1. The vessels to be used in this species of navigation to be made as light as possible, and to combine safety with suffi cient room, and the least possible resistance to the water below load-line, and to the air or wind above that line.

2. That these vessels shall be calcu lated principally for carrying passengers, and to carry but little baggage, and no ballast.

3. That they be constructed of iron, not only on account of its great levity, but for the increased safety resulting from its non-combustibility.

4. That these vessels be so rigged, that all the masts and rigging can with ease and facility be taken in, so that the least wind draft will exist when the wind is adverse; and that when the wind is favourable, the greatest spread of sail can be made with ease and rapidity, and with perfect safety, though the vessel is without ballast, properly so called.

5. That material and weight be economised as much as possible in the composition of boilers, engine, ship's furniture and stores, boats, &c.; and that the necessity of taking any supply of water for the Voyage be entirely dispensed with, by the use of a species of fuel, hereafter to be described, which will constantly by its combustion produce an abundant supply of pure, wholesome water, thereby avoiding the dead loss of so much freight, which in ships intended for a long voyage is very considerable.

6. That one paddle be used instead of two, which must be placed so that it may be in or near the centre of the motion of the whole mass, and thereby always nearer a grip of the water, though the vessel herself may roll and pitch considerably. The position, and arrange

ment, and construction of the paddle to be such, that it cannot be too deeply im mersed in the water, so as to do little or no good, which is so often the case in our steamers in rough seas.

7. The paddle to be so constructed that it can be entirely withdrawn from the water, so that it will not be in the way, when the sails without the steam can be used: a practice which would be economical, and give the engineers time to clean and repair the machinery, &c.

These are the principal requisites necessary to be obtained; some minor peculiarities shall be glanced at hereafter, which being of a trifling character, need not here be insisted on.

In sketching or describing the machine by which I propose to navigate the Atlantic by steam, many seamen would not feel disposed to call it a ship. I shall merely premise that every part and par cel of it has already been proved by prac. tice to be effective in attaining the end proposed, and that I merely put together different parts of machinery which every body knows, or may know, to be actually in use. I shall not attempt to state which is the very best shape for the different parts, or their best possible proportions. My outline is general; it is not a working plan, which will require more heads than one to bring to perfection.

For the sake of preventing repetition, and not occupying too much of your valuable space, I shall state in order the different means by which I propose to attain the ends to be desired, which are as above stated.

1. Material to insure greatest lightness with greatest safety. Iron for the sheathing of bottom, and also cover overthe deck, which might be considered as an extension of the hull's sheathing, and would resemble the back of an immense turtle. The deck proper below this, and on to which the small cabins would open, to be covered with wooden planks, or if made of iron to be covered with cement.

a. Such parts of the iron sheathing as would be below the occasional wash of salt water to be well cemented. The iron below water-line to be coated with copper, which should be left to the dissolving power of the sea, and, consequently, kept free from contact with any part of the iron, which should in all places be well cemented.

b. The ribs and timbers of the vessel to be made of iron and wood, according to their nature and position; but in framing the vessel the greatest strength and elasticity of the parts to be attained.

c. The vessel should be double, like the double steamers at the ferry in New York, or double proas of the Ladrone Islands. The last is the model after which I propose that part of the vessel under water should be built. They would, consequently, carry their greatest breadth under water, and slope from that upwards, gently rounding, so that at a distance, when the wind was adverse, an elongated dome, like the back of a whale or tortoise, would be alone seen above the surface of the sea.

d. Such a shape as this described would oppose but little resistance to the wind, and least to the water.

e. And make accommodation for a very large paddle-wheel in the centre between the boats.

f. The crew and engine to be com. pletely confined to one of the twin-boats; the other to be reserved for the exclusive use of the passengers, who might be allowed the recreation of a walk in fine weather on the ridge of the roof, the sides of which might be furnished with a temporary railing and netting. The roof to be furnished with ports or open ings, bull's-eyes, &c., to admit light and air, and properly secured windows. These openings to be all closed on the weather side, when necessary.

g. The boats to be without keels, the flat sides of the opening between them, and in which the paddle works, being quite sufficient; or if not, lee-boards to be used when necessary, like those used by the Dutch galliots.

h. The bows of the vessels to be full, but not bluff, and to rise quite perpendicular above the water as high as the "bead" of the sea, or boil, as we landsmen call it, and that the bend of the roof should there begin. A sharpness in the bows, both above and under water, is necessary, but all hollowing of the parts should be avoided.

i. The two vessels to be firmly framed together, but no cross-timbers of the frame to be under the water-level. The transverse arch of the roof affords ample means for securing the two vessels perfectly safe in this respect. The arch of the roof, extending from stem to stern on

the sides of the middle space, also offers every opportunity to the carpenter for framing, as it were, a double back-bone, or frame, on the flat side of each boat, which shall not only hold the paddle firmly in its place, but also the working cylinders of the engine, and effectually secure the machine from injury in “pitching," which otherwise might endanger the whole of the fabric.

k. The space between the boats to be as great as safety will permit, and the depth the least to which the hulls of each would sink. The first for the double purpose of affording the greatest breadth to the paddle, any also of giving greatest stability to the vessel when carrying sail, either before the wind, or on a wind, if the fire should fail, or any accident happen to the engine.

1. Vessels so constructed require two rudders, one of which is attached to each half, and both connected by a very simple contrivance, which makes them both act with equal effect.

m. The general proportions and bulk of a vessel of this construction will depend on the business expected to be carried on with her, and also on the capital people may feel disposed to risk in the speculation.

n. The roof to have an opening in it, through which masts could be elevated, and rigged schooner or lugger fashion. The butts of the masts to be each fixed in a moveable centre, firmly secured in the middle frame. Such would be the breadth of the deck, that the sheets would be quite sufficient to spread the sails; no "booms" would be necessary. Bowsprits could be easily run out; and the rest of the rigging, such as stays, run down through the roof, through proper openings, and all got to rights in little time. The lower leech of the sail, when • hauled flat, would rest upon the roof, which would thus become a part and parcel of the sail.

Your nautical readers will readily understand these suggestions. In my next I will continue the subject, with your permission.

I send you herewith the drawing of the Huntsman steamer, which was by some neglect omitted in my former packet. 11 are the chimneys; 2, steam eduction-pipe; 33, cabin chimneys; 4, cooking-stove chimney; 5, steeringstation; 6, ladies' cabin; 7, gentleman's

Sir,-In answer to the inquiry of N. G., in your 611th Number, I beg to offer a few observations upon freeing leaky ships from water.

An

The action in all the plans I before alluded to was derived from the motion of the vessel through the water. apparatus on this principle may be made to work any description of pump; but it is no easy matter to select one of so simple a construction, that a captain of a vessel will be induced to provide himself with it whilst safe in port, however desirous he may be to possess it in time of danger.

As your correspondent thinks Archimedes' pump might be advantageously brought into use for the purpose, I will give it the first place for consideration. After placing it in its proper angle for working, either over the side or stern of the ship, the simplest and most convenient method of putting it into action would be by a water-screw, towed behind and acted upon by the ship's way. Should it be inconvenient at the time to make such a screw, a substitute might easily be made by any ship's carpenter, in a very short time, by taking a spare spar, and fitting at each end two sets of four short arms, as in windmills, properly weighted, so as to keep the alternate uppermost arms below the surface of the water, in order to give full effect to the rotary motion. It would perhaps be better to make the arms at the afterend longer than those at the fore-end, in order that the spar might tow straighter.

Whether such an apparatus were applied to the working of the common pumps as that of Archimedes, or any other, I should greatly prefer it to a paddle-wheel over the ship's side, which, besides being unsteady in action, from its inconstant immersion by the vessel's rolling, is not so simple nor so ready for

use.

The water-screw has been used for

sounding, measuring a vessel's velocity, and also proposed amongst the almost endless variety of methods for propelling vessels by steam; but I have never heard of its application for the present purpose. As the axis of an Archimedes' screw would be in a different direction to the tow rope which towed the water-screw, two bevelled toothed, wheels would be necessary to work the pump; the powers and diameters of the respective wheels should be, of course, proportioned to that of the respective screws. Although it is not likely a captain would object to the bevelled wheels as an addition to the vessel's sea store, yet I think he could not be induced to encumber her with such a bulky concern as an Archimedes' screw, and it would be no easy matter to construct one in the hour of need; for this reason only I cannot agree with your correspondent in thinking that it might be advantageously adopted, it appearing to me that in makeshift plans that is always best which can be carried into effect with such means as the vessel

already possesses. Therefore it is, that I would recommend her own pumps to be worked by a water-screw or its

substitute.

But the rolling motion of the vessel must not be wholly neglected, for it might happen that a half-sinking ship might be tumbling about in a calm, or hove too, when no advantage could be taken of her way.

If a weighted pendulum be suspended in a ship, it is needless to say that the power would be, as its weight multiplied by the velocity of its motion, or rather the vessel's motion whilst it remains at comparative rest. At a first glance one would suppose great advantages attainable by this motive-power; but a very slight investigation soon proves the fallacy of such notions. If a man's power at the end of the pump-handle be taken at 30lbs., and he make 45 downward strokes in a minute in an arc of 90°, whilst a vessel rolls in one of 30o (a very liberal allowance), and makes 9 double rolls in the same time, then the weight at the end of the pendulum would be the power of 15 men, or 450lbs., employed to produce a man's power at the pump, th of which, or 112 bs., must be added for friction, making the required weight 562lhs.