first, in ships where the propeller can be taken up into the interior of the ship, a wooden or metal rudder may be let down into the place of the screw. A piece of wood having gudgeons on it and made to fit the groove in the main-stern post, a rudder may be hung on the gudgeons of the piece of wood, and the whole let down into the place of the propeller and the new rudder used in the ordinary way.

In all these cases these rudders would be less liable to damage from shot, as they would be nearly or wholly submerged, which is not the case with the ordinary rudder.

And secondly, I arrange the stern-post and parts to be applied thereto, so as to produce an improved method of shipping a temporary rudder.

This will readily be understood by reference to drawing marked B, in which fig. 5 represents my temporary rudder and its attaching case, and fig. 6, a stern-post fitted to receive it.

Each ship should be provided with an iron case or cover fitting the stern-post, and fitted with braces and gudgeons on it, the same as the stern-post, but mismatching or not coming exactly over the ordinary gudgeons. Openings or holes in the sides just under the braces, to admit the drop catches, or bolts, s, s, s, s, s, placed on each side the stern-post, admitting of the rising of the case, but preventing it lowering by dropping into the holes in the sides of the case. The inside of the back to be lined with wood, and apertures to admit the gudgeons on the stern-post, but to be so rounded at their edges that they do not check its upward progress, though they admit the gudgeons into the apertures in the wood on the case descending. A piece of wood should be shaped for a main post of a rudder, and fitted for braces and pintles, the braces to be joined at the after-end with a large gudgeon or hoop to receive a spar, h, with holes for bolting, the upper braces becoming shorter, so as to bring the spar against the head of the main post, and admit of its pointing through the rudder-case. A heel or shoe brace should be made for the bottom, and the space between the main post and the spar should be filled up with deals or boards, and the whole fitted by bolting or wedging.

The rudder being hung on the gudgeons of the iron case, the whole may be put overboard, the spar being

pointed through the rudder-case by a tackle leading through to it.

The guys, k, k, one on each side at the keel of the case, and m, m, one on each side near the top, may be hauled taut to bring the case on to the stern-post, and the tackles being hoisted on, the case will rise to the proper place, and be prevented washing off by the guys, the drop-catches or bolts preventing its descending, and the case having a strong bottom coming under the heel of the ship will prevent its rising out of its place.

Now, whereas it is evident that my additional rudders might be hung to the outer instead of the inner edge of the stern-post, but not with equal effect or convenience, and having now fully described the nature of my said invention, and the manner in which the same is to be performed, I hereby claim the following improvements, that is to say,

First, an additional rudder or rudders let into one or both sides of a ship's stern-post, or attached thereto, as herein before described.

Secondly, the mode of arranging the tillers and tiller ropes for steering with the same.

Thirdly, the mode of applying an additional or a temporary rudder to vessels propelled by screw power.

And, lastly, the temporary rudder and case, and mode of preparing the stern-post to receive the same, hereinbefore described in the drawing marked B.-In witness, &c. THOMAS CULLEN.

Enrolled May 18, 1849.

Specification of a Patent granted to CHARLES GREEN, of Birmingham, in the County of Warwick, Manufacturer, and JAMES NEWMAN, of Birmingham, Manufacturer, for Improvements in the Manufacture of a part or parts of Railway Wheels.-Sealed April 15, 1848.

WITH AN ENGRAVING.

To all to whom these presents shall come, &c., &c.Our invention consists of improvements in the forming, combining, and affixing tires of railway- wheels. And in order that our invention may be most fully understood,

and readily carried into effect, we will proceed to describe the means pursued by us.

Description of the Drawings.

Figs. 1 and 2 show two sections of tire-bar suitable for the construction of tires for railway-wheels, according to our invention.

Figs. 3 and 4 show two plans of a ring or hoop, formed of the section of bar, fig. 1; and,

Fig. 5 shows a section of such ring or hoop. In each of these sections of tire-bar, a, constitutes the portion of the surface of the tires which runs upon the rails; b, is a lip or flange, which receives the felloe of the wheel, and it is by means of the felloe of the wheel being shut in between this lip or flange, b, and the part, c, that the felloe of the wheel is securely held and the parts fixed together, as will be hereafter more fully understood.

Figs. 6 and 7 show two views of the interior parts of a railway-wheel, and we would remark that, although we have shown such construction, we do not confine ourselves thereto, as other constructions of spokes, felloe, and nave may be resorted to; the one shown consists of a cast-iron nave and bent flat bars of wrought-iron, to form the spokes and felloe, and such construction is like what has heretofore been employed in the manufacture of railway-wheels. Fig. 8 shows the plan of a die for receiving the tire, and the interior of the wheel, and

Fig. 9 shows a section of such die, with the tire and wheel therein, ready to be subjected to the action of the upper die.

Fig. 10, shown in section above, which causes the part, c, to be bended into the form represented at

Fig. 11, where an external view and a section of the wheel will be seen, showing the effect produced upon the part c of the tire at this stage of the manufacture.

Fig. 12 shows a section of an upper and an under die for performing the next process, (the wheel being shown in section in the under die,) the lower die corresponding with that at fig. 9; but a different construction of upper die is now used, as shown by fig. 12. By these dies the tire of the wheel will be brought to he form indicated by

Fig. 13, where a side view and section of the wheel are shown.

Figs. 14 and 15 show plans of the dies which are shown in section at fig. 12. The wheel is next subjected to the action of another form of upper die, shown in section at

Fig. 16, and a plan at Fig. 17, the lower die corresponding with that used in the previous processes as indicated in section by

Fig. 18, and plan in Fig. 19; by these dies the wheel will be brought into the form shown at

Figs. 20 and 21, portions of the part, c, being bended in between the spokes, by which the tire will be most securely held from turning or moving on the felloe. In case other arrangements or construction of spokes and felloes be used than that shown, the upper die, figs. 16 and 17, will require to be varied accordingly; and if the felloe and spokes be of such a construction as not to offer sufficient irregularity of figure for retaining the felloe secure from turning or moving in the tire when the same is pressed, forced, or shut down on it, in such cases we recommend that the sides of the felloe should be formed with notches or indents, into which the part, c, of the tire will be driven when pressed between the dies. The tire, before receiving the inner parts of the wheel and before being put into the under die, is to be heated till the part, c, is sufficiently hot to bend readily, and then the part, c, is successively, while in the heated state, to be bended by the upper dies, as above explained, by which mode of constructing and fixing tires of railway-wheels the same will be more secure than by the means heretofore resorted to. We would state that the upper dies may be worked in any convenient manner, but we prefer that they should either be raised and dropped by suitable machinery, so as to act in like manner as they would in ordinary cases of stamping, or that they should be raised and depressed by steam, in like manner to what steam hammers are now worked, and as is well understood. And, although we prefer to use upper dies for the purpose of bending down the part, c, of the tire, so that the felloe of a wheel may be shut between such part c and the part b of the tire, yet we do not confine ourselves thereto, as the part c may be hammered down by workmen, or by hammers worked by machinery.

Having thus described the nature of our invention, and the manner in which the same is to be performed, we

would have it understood that we do not confine ourselves to the details as shown and described, so long as the peculiar character of our invention be retained.

But what we claim is, the mode of forming, combining, and fixing the tires of railway-wheels, herein described. -In witness, &c. CHARLES GREEN, JAMES NEWMAN.

Enrolled October 14, 1848.

Specification of the Patent granted to FRANCIS HASTINGS GREENSTREET, of Liverpool, Engineer, for Improvements in Hydraulic Engines.-Sealed December 2, 1848.

WITH AN ENGRAVING.

To all to whom these presents shall come, &c., &c.Fig. 1, represents a horizontal section of the engine with the valve-gearing, &c., removed, being principally intended to show the arrangement of the valves.

Fig. 2, a plan of the engine.

Fig. 3, an end elevation.

The same letters refer to the same parts in the several views.

d

Referring to fig. 1, c represents a horizontal cylinder, and P the piston moving therein; R, the piston-rod passing through a stuffing-box; x, the pipe or box containing the valves; v, vo, vo, va, are four valves; va and yo, communicating with the head of the water, and v° and va, the exhaust-valves opening to the atmosphere; the valves are circular and of the form shown in fig. 4, having the alternate segments open as at z, z, Z, Z. These work upon faces similarly perforated; thus, when the open segment in the valve is brought over the open segment in the face, the valve is open, but when opposite the metal in the face the valve is closed. (The ordinary regulator of a locomotive-engine and the damper used in many of the common stoves is upon the same principle, and may serve to illustrate their action.) The four valves are all fixed upon