which is to be applied to the manufacture of grates, fenders, and fire-iron rests, for the purpose of ornamenting them. The process of close plating is described as being performed" with rolled silver, soldered upon iron or steel, (previously tinned) by means of an alloy of tin with lead or other fit and proper metal, to make it flow the better when in fusion, to produce a more perfect adhesion of the iron or steel to the silver." These are the whole of the instructions given in the specification. The close plating is considered as applicable to beads, pateras mouldings, concaves, convexes, stripes, and other decorative parts of stoves, fenders, and fire-iron rests; also to the feet or balls used to support fenders.

[Inrolled, November, 1823.]

TO JOSEPH BOWER, of Hunslet, in the Parish of Leeds, in the County of York, Oil and Vitriol Manufacturer, and JOHN BLAND, of the same place, Steam-Engine Manufacturer, for their Invention of certain Improvements in such Steam-Engines as condense out of the Cylinder, by which Improvement or Invention, the airpump is rendered unnecessary.

[Sealed 31st July, 1823.]

THIS is an apparatus designed to effect the continual condensation of steam, as it is emitted from the eduction-pipe of an engine, by the uninterrupted flow of a stream of cold water into the condenser, which is supplied and discharged upno the principle of the syphon. By this contrivance, the airpump, heretofore employed for the purpose of exhausting the condenser, is rendered unnecessary, as a vacuum sufficiently perfect is effected by the means herein proposed.

2

Plate V. Fig. 6, represents a perpendicular section of the apparatus, by which its internal construction may be seen. a, is a cistern nearly filled with cold water, which may be supplied from a reservoir at any convenient distance; b, is a tube rising from the cistern, and proceeding to the chamber coc. Within this chamber is the vessel d, open at the top, and from the lower part of this vessel, a pipe e, pro-ceeds down to the well f, considerably below the cistern. This pipe e, has a valve at bottom, opening outwards, and an enlarged part, just below the cistern, with a branch g, forming a communication between the cistern and the pipe ; h, is a bent tube, which is the eduction-passage leading from the working cylinder of the steam-engine.

1

When the engine is about to be set to work, the stopcock at the bottom of the pipe b, is to be opened, and also the communication from the working cylinder to the tube h; the steam will by these means be enabled to blow through the apparatus, out at the cock of the pipe 6, and through the valve at the bottom of the pipe e. The steam is then shut off, and the cock at g, opened, by which cold water from the cistern will flow into the bulb of the pipe e, and there coming in contact with the steam, will cause an instantaneous condensation to take place, and produce a partial vacuum in the apparatus. The cock g, must now be closed, when the water will rise in the pipe b, from the cistern a, filling the chamber c c, and by flowing over the top of the vessel d, will descend in that vessel, and pass down the pipe e, and out at the valve at bottom. By these means a syphon is formed, and the cold water will continue to flow through the apparatus, keeping the internal vessel d, sufficiently cool to cause a continual condensation of the - steam emitted into it, though the eduction pipe h, and produce a lasting vacuum, sufficiently perfect for the purposes of working the engine.

The supply of cold water required for the purpose of keeping up the condensation, is to be regulated by the opening of the cock at bottom of the pipe b, and this quantity may be readily ascertained by plunging a thermometer into the water in the well, or waste cistern at bottom of the pipe e, as the temperature there indicated will show whether the supply of cold water is too much or too little for the purpose.

When the supply-water is stationed above the apparatus, it may be admitted into the chamber c, by a pipe i, as shewn by dots instead of the shorter leg of the syphon b, and flowing thence through the vessel d, will descend to the well which should always be about thirty-four feet long from the top of the vessel d, to the surface of the water in the well. It is also to be observed, that the top of the vessel d, may be closed, and perforations made through it, or a grating put over for the water to pass, instead of flowing over the top edge of the vessel, as shewn in the figure.

All the varied constructions of this apparatus, if they embrace the principle of a syphon for the supply of the external chamber, by which the cold water may flow round and over the upper edges of the internal condensing vessel, or introduce the eduction-pipe in the manner described, or the waste pipe of such length as shall contain a column of water, below the condensing chamber, sufficient to counterpoise the pressure of the atmosphere, will be considered as mere modifications of the above apparatus, and embraced under the present patent.

[Inrolled, September, 1823.]

TO HENRY HABBERLY PRICE, of Neath Abbey, in the County of Glamorgan, Engineer, for his Invention of an Apparatus for giving increased Effect to Paddles used in Steam-Vessels, applicable to rotatory Movement, by which they are generally worked.

[Sealed, 18th March, 1823.]

THIS apparatus is designed to produce occasionally, an increased power of the revolving paddle-wheels, which is considered to be desirable under particular circumstances, such as "going head to wind, or in a heavy sea, or in towing vessels, and other causes;" for it frequently happens under these circumstances, that the steam-engines applied to actuate the paddle-wheels, are in some measure overpowered by the sea, and the progress of the vessel, thereby impeded. The object of this invention (which is called an accelerator) is to enable the engineer occasionally to produce a greater power of the wheels, for the purpose of accele rating the progress of the vessel through the water; the construction of which apparatus is shewn in Plate V. at Figs 3 and 4.

Fig. 3 is a side view of the accelerator, and Fig. 4 a front view of the same: a, is a shaft; b, a toothed-wheel, affixed to this shaft, which, in the ordinary action of the paddlewheels, when the accelerator is not brought into use, is connected by a pin (shewn detached at Fig. 5) to the cogwheel d, and this being affixed to the paddle-wheel shaft e, and worked by the sweep-rod of the engine, causes the paddle to revolve with the same velocity as the shaft a.

But when the increased power of the paddle-wheels becomes necessary, then the crank pin, Fig. 5, which couples the wheels b and d, is removed, and a stud, as c, introduced