attached thereto. Two pairs of pumps may be conveniently worked at the same time by the winches bb, whereby a constant stream of water will be discharged from the pumps. aa aa are the pumps, each pair being united below the ship's deck, so as to occupy less space in the hold. cccc are cranks, one set opposite to the other, and those for one pair of pumps at right angles to those of the other. dddd are the ends of levers, which in this view conceal the friction rollers acting within their eyes. eeee the piston rods attached to the levers by the jointj. gg stanchions, united by cross bars, which support the cranks: there are four of these stanchions, though only two appear in the drawings, the others being concealed.

Fig. 2 a different view of the pumps, the same letters referring to the same parts in both figures. ff the friction rollers placed upon the necks of the cranks and within the eyes of the levers; in this view only three of the levers are seen; ha stanchion, united to another (concealed from view) by a cross bar, supporting the ends of the levers by a pin i, shewn in Fig. 5. The friction roller ƒ, for the purpose of being placed upon the neck of the crank, is made of two separate parts, each exactly alike. These are seen drawn on a large scale at Figs. 3 and 4.

In Fig. 3 the parts are shewn separated: a represents the exterior, and b the interior surfaces; the parts slide upon each other, and are kept firmly attached by dovetails v, let into each other, and secured by screws s.

Fig. 4 is a perspective view of the friction roller complete. The lever d, which is drawn separate on a larger scale at Fig. 5, is made with an eye, fitted to the friction roller, whose diameter it exceeds a trifle in breadth. In this eye the friction roller traverses as it revolves upon, and is carried round by the crank, alternately raising and

depressing

depressing the lever at each revolution, and with it the piston rod, by a motion deviating very little from a perpendicular. A is the lever in its horizontal position, the roller being then at one extremity of the eye. The dotted figures B and C shew it at its greatest elevation and lowest depression; and the position of the roller in these situations, where there is not room in a ship for levers of the requisite length, a frame or frames of cast iron, or other fit material, may be substituted for them..

Fig. 6 represents a frame of this kind: it is furnished with four friction rollers, which work in grooves, let into uprights attached to the pumps. The crank and friction roller work in it in a manner similar to the levers, raising and lowering it with a motion perfectly perpendicular.

I do not mean to claim as my invention this mode of working pumps, but I do hereby claim this manner of forming the friction rollers, and the benefits to be derived from the application thereof to the working of pumps and other machinery in any manner whatever.

In witness whereof, &c.

Specification of the Patent granted to RUDOLPH ACKERMANN, of the Strand, in the County of Middlesex, Publisher and Printseller; for certain Improvements on Axletrees applicable to Four-wheel Carriages.

Dated January 27, 1818.

With a Plate.

To all to whom these presents shall come, &c. Now KNOW YE, that in pursuance of the said proviso, I the said Rudolph Ackermann do thereby declare, that the said improvements on axletrees are applicable to the axletrees for the fore wheels of four-wheel carriages, and

are

are carried into effect in the manner following; that is to say: Each one of the two axletree arms, whereon the fore wheels turn, is united with, or is in preference wrought out of, the same piece with what I call a vertical axle, and which is a round axle, of any form capable of being fitted into a hollow box or socket, so as to turn round therein. The vertical axle, and the axletree arm, are firmly united together at right angles with each other, or nearly so. The said vertical axles are received and fitted into perpendicular holes, boxes, or sockets, made through the piece of timber called the fore transom of the carriage, at or near the two ends of the said transom. Note. In a carriage whereof the fore axletrees are made according to these improvements, no fore axletree bed is required, the fore transom supplying the place thereof by the application of the vertical axles, which being placed in their sockets, at the extremities of the transom, form two separate centres of motion, round which the axle arms can be turned with an horizontal rotatory motion, in order to place the fore wheels of the carriage in an oblique direction, when the carriage is required to turn. In order to communicate this motion to both axle arms and wheels at the same time, a lever, which I call a stay, is firmly united to each of the intersections or elbows, where the vertical axles and axle arms unite. The said levers or stays proceed backwards, and are curved upwards, and joined or connected together at the ends by a bar, which I call a controling bar. To the middle of the controling bar the hinder end of the futchel is joined, so that the said controling bar also supplies the place of a sway bar. The futchel being attached to the middle of the fore transom by the perch bolt, and the pole being joined to the futchel in the usual manner, the futchel and pole can turn about upon the perch-bolt as a centre of

motion,

motion, and then the hinder end of the futchel will act upon the controling bar in the manner of a levér; and this action will by the said bar be transmitted to the stays or levers of the axletree, so as to turn the vertical axles round in their sockets, and place both axle arms and fore wheels in an oblique direction at the same time. ̧ ́

No. 1 (Plate IV.) of the drawings hereunto annexed, represents the said improvements, and the manner of applying them to the fore wheels of a four-wheel carriage.

No. 2 represents a plan of the same carriage in the position of turning round; and No. 3 represents an elevation of the carriage.

The fore transom c, No. 1, should be placed on the top and bottom sides with the iron-work, represented at DD, and firmly fixed by bolts through the wood, at or near the ends of the iron plating. DD are holes, which being made through both the iron and the wood, form the sockets wherein the vertical axles E E are inserted; and they are secured by nuts, or otherwise, in the manner of linch-pins, in order that the vertical axles EE may turn in their sockets, and form the centres round which the axle arms have their horizontal rotatory motion, for the purpose of placing the fore wheels in an oblique position when the carriage is to be turned, or is in the act of turning round. FF are the levers or stays, projecting backwards from the elbow or bend, where the vertical axles and the axle arms unite: they may be wrought in the same solid piece with the axle arms and vertical axle. The two stays are connected together by means of the controling bar B, which is united to the extremities of both stays by knuckle joints H H, Fig. 2, and, therefore, if any motion is given to one vertical axle and axle arm, the other must partake of it. The futchel A passes through a bow or crook underneath the

fore