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The steam engine to which the name of Cambrian has been given (in compliment, we presume, to the birth-place of the inventor,) is one of several inventions, included under a patent granted on the 7th of April, 1841, to Mr. John Jones of the firm of Messrs. Aspinall, Jones and Co. Engineers, Smethwick. It is of that class of engines, in which the pistons radiate from the axis of the steam cylinder, and move to and fro within certain definite portions of that cylinder; reciprocating in point of fact, but reciprocating within a circle, and having the external appearance of rotary engines; possessing, so far as regards diminution of weight and size, all the advantages of rotary engines, but without (as alleged) any of that inequality of wear to which all rotary engines, hitherto devised, are, more or less, subject. The points in which the Cambrian differs from others of its class, will be seen from the following description, which we extract from the Specification of the patentee, and nearly in his own words; but we may here state generally, that the master feature of the invention seems to consist in causing, by very simple and efficient means, the steam introduced into the cylinder, to act simultaneously on both of two radial pistons (on opposite sides, of course,) and in the greater equality and steadiness of action, which is the necessary result.

Fig. 1 is a front elevation of the principal parts of the engine. Fig. 2 a transverse sectional plan of the cylinder and piston, and fig. 3 a longitudinal section of the cylinder and piston. In fig. 1 a represents the framing; b plumberblock for bearings of the piston-shaft; c cylinder; d induction steam-pipe; e eduction steam-pipe; fcrank on the end of the piston-shaft; g rod connecting the crank with h the fly-wheel; i drivingshaft; plumber-block for bearing of the working shaft; k eccentric gearing for working the slide, or steam-valve. A separate view of the eccentric gearing

last named, is shown in fig. 1a, in which i represents the driving-shaft, k the eccentric and connecting-rod, and e the ease of the valve v. In fig. 2 and 3 the piston-shaft, with its two arms projecting therefrom, and two stuffing boxes, in which the shaft oscillates, are shown; ww2 are apertures or steam-ways formed in and through the shaft through which the steam passes alternately into and out of the cylinder c, as regulated by the steam abutments or blockings shown in fig. 3, and afterwards described. It will be seen from the figures that coiled springs are inserted in the arms which act upon two tongues intended to keep the metallic packing steam-tight. No. 1 and No. 2 are two chambers into which the cylinder is divided by the triangularlyshaped abutments or blockings o o; v valve in the case of the cylinder with passages z1 z2 in the adjoining blocking for the admission of the steam from the induction pipe (d) and its escape through the eduction pipe (e). Figs. 5 and 6 are separate views of the valve v; fig. 5 being a vertical section, and fig. 6 a top plan.

The action of the engine is as follows: Supposing the valve v, at starting, to be in such a position, that both the passages z1 and z2 are open, the steam flows through from the induction pipe, into the upper part of the chamber No. 1, and through the piston shaft by the steam way w1, into the lower part of the chamber No. 2, and thereby acts simultaneously on both arms of the piston, but on opposite sides of these arms. As the arms of the piston are carried round by the force of the steam, any steam or air left in the lower portion of the chamber No. 1, and upper portion of No. 2 is expelled through the piston steam way w3, the blocking passage 22 and valve v into the eduction pipe e. And when the arms have completed one oscillation, the position of the valve v, is at that instant, by the action of the eccentric gearing k, so changed as to cut off the communication between the induction pipe d and the passage z1, but to open that passage to the eduction pipe e, while on the other hand, and by the same change of position, the passage 2 is shut off from the eduction pipe, but opened to the induction pipe, whereupon, the steam flowing in upon the sides of the arms opposite to

those first acted upon through the passages 22 and wo2 produces the return stroke of the piston. And so the arms continue to oscillate as long as the supply of steam is kept up.

Instead of constructing the engine with two radial pistons, it may be made with three or with four. The patentee describes fully the variations necessary to be made in both cases; but it may suffice to quote his explanation of the three-piston variety.

In fig. 4, is shown the mode of constructing an oscillating engine with a three-armed piston, the said figure being a longitudinal section of the cylinder and piston, and their appendages: a is the piston shaft; bb the cylinder; ggg three steam chambers, in the cylinder, formed by the triangular blockings as previously described; e e e the steam ways in and through the steam shaft; fff screws, coiled springs, and tongues similar to those before described, and intended to serve the like purposes.

The engine, whether constructed with two, three, or four radial arms, is one of great simplicity; and we make no doubt, also of equal efficiency and durability. The parts are few, strong, and well adjusted; the friction equally distributed and in amount inconsiderable. The liability to wear is small; to derangement still less. The engine is described in the specification as a high-pressure one; but it is so, we apprehend, in the sense only that it is worked by the pressure instead of by the condensation of steam; for evidently it may be worked at almost any pressure, from the 4 or 5lbs. at which low-pressure marine engines are ordinarily worked, up to the 50 or 60lbs. common with railway locomotives, and by the addition of an air-pump and condenser may be worked as a low pressure condensing engine.

What the expenditure of fuel required to work an engine of this description is, remains still to be ascertained. Several have been already built, and there is one of 16-horses power on the premises of

an eminent London builder, which we have seen at work, and working admirably, the consumption of which is stated to be less than 6lbs. per horse power per hour.* A careful trial ought, however, to be made to determine the actual amount of duty which the Cambrian engine is capable of performing in a given time, with the consumption of given quantities of water and fuel; for until such trial is made, it is impossible to institute any correct comparison between it and other engines, in respect of working cost. From the manner, however, in which the steam, as admitted into the cylinder, is at once turned to useful account, and the small portion of its force that is wasted in overcoming the friction of the machine, we are strongly inclined to think that it will turn out to be one of the most economical yet produced.

gine is to be constructed and worked We are here supposing that the enscribed, and these only; but Mr. Jones in one or other of the ways before dehas favoured us with another very beautiful modification of it, in which the steam is worked expansively, and by the adoption of which the consumption of fuel must be still farther materially reduced. Of this we shall give a full description at some future opportunity.

The applicability of the Cambrian Engine to marine purposes is particularly deserving of notice; since not only may the steam power be applied directly to the shaft of the paddle-wheels or other propellers, but the rate of speed may be regulated at pleasure by varying the diameter of the cylinder and number of the radial arms.

For locomotive purposes it offers also the great advantage of a direct transmission of the steam power from the piston

Particulars of these engines and their performances may be obtained from Mr. H. Crosley, C. E., one of the proprietors of the Patent,-Cambrian Office, 59, King William-street, City.

shaft to the crank or axle of the driving wheel, by means of a single rod without couplings, and with a much less angle of connexion than is common with the engines now in use.

PURIFICATION OF THE WATER SUPPLY OF THE METROPOLIS.

Sir, It is my wish to call the attention of the public to a subject in which every one is materially concerned-I mean the purity of the water to the metropolis. I was much pleased with a letter which I saw in the Mechanics' Magazine some days ago, in which the writer (Mr. Canham) adverts to this very subject, and asks, if it be true, that a mode of filtration has been discovered which would purify all the water used in London, why has it not been resorted to? This why, has called forth a wherefore, in the shape of an answer from Mr. Stuckey himself, the inventor of the engine alluded to in Mr. Canham's letter. Mr. Stuckey declares that he is "ready to execute his plan whenever the public may desire to reap the benefit of it;" he says also, that "if this project has not been executed ere this, it arises from the backwardness of the companies to adopt his invention." Now, we know that some of them have expended much money in endeavouring to filter the water they distribute; but there are others, who, alarmed by the enormous expenditure which would ensue if they adopted filtration, have gone on without filtering at all, having much regard for their own purse, but very little for the health of the thousands of people who every day drink the liquid they thus receive without its first being purified. Some years ago, one company declared before a committee appointed by government, that it would cost them 3000l. a year to filter their water; another, that it would cost them 19,000l. per annum; and the ChelseaCompany have been obliged to levy 15 per cent. upon the public since they adopted filtration. Now, if all that is asserted by Mr. Stuckey could be brought to bear, it appears to me, that in a matter of such paramount importance, the opinions, or views, of a few interested companies ought not to outweigh the public benefit, especially as the inventor proposes to

filter the water effectually, at the very low average price of sixpence per quarter one house with another. Monopolies are the bane of every thing that should be generally advantageous; and in cases where the article consumed is one of such importance for our populous metropolis, as water, ought not to be allowed. I have the honour of being acquainted with the inventor, and feel a perfect conviction that what he affirms, he can do; and also I am convinced that the public will see, that if a machine of 5 feet square can perform so much, the benefit of his invention to the community at large can hardly be overrated. have no doubt, that the public, like myself, would wish to see a plan so extraordinary and unique immediately adopted.

I have addressed this letter to you in the hope that you will allow it to appear in your excellent publication. And am, Sir,

Your very obedient servant,
ALFRED SMITH.

June 28, 1842.

PATENT LAW CASE.

Vice Chancellor's Court.

June 21.

Unsworth v. Bridget.

This was a motion on behalf of the plaintiff, who was the patentee at Derby of "an improved tag for laces," for an injunction to restrain an alleged infringement of his invention by the defendant. The plaintiff claimed as his invention, "a tag having a tooth or burr, nib, catch, tongue, or other projection attached to or formed on the inside of the tag, either before or after the lace was inserted, to prevent the lace from being withdrawn from the tag at any time by ordinary use, and to enable the user of the lace to put on a new tag at any time." The tags manufactured and sold by the defendants were alleged to be in every respect the same as those of the plaintiff's, and an infringement in principle of the invention protected by the patent. The defendants alleged their entire ignorance that any patent had ever been granted to the plaintiff for what was termed an invention, but which was nothing more than an old mode of fastening the lace in the tag by means of two dents or notches, upon a principle which had long been applied to the ferules of umbrellas and walking-sticks, and moreover, that the defendants had made use of their contrivance for a long time before the date of the plaintiff's patent, having taken it from a tag which

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