POOLING OF PATENTS INVENTOR CARROLL'S STATEMENT HOUSE PATENTS COMMITTEE, Washington, D. C. NEW YORK CITY. DEAR SIRS: If you are investigating patents, here is something should interest you as showing the Navy's policy of utter hostility to intelligence. I worked for them as a draftsman three times. The first time, over 20 years ago and the second time during the war, and resigned. The third time, in 1931, on the new cruisers, I was discharged for pointing out mistakes in planswhich were proven-and kicking at the inefficiency of the office, which held up work while five shipyards were idle, waiting for plans. This office was abandoned and the work of designing cruisers turned back to private concerns. I was offered rentention if I would promise not to write more letters listing mistakes to the Secretary of the Navy, Adams. The Democrats were coming in and I preferred to force the issue. The cruisers are hamstrung by cutting holes through the sides, below waterline, and admitting sea water into reserve fuel-oil spaces. This cuts speeds, cuts cruising radius and weakens the ships, and adds hundreds of tons weight, utterly useless weight, to ships where aluminum has been used to conserve weight. This was to correct antirolling. I objected to the General Board. I filed a patent-means for stabilizing ships with fuel oil, serial 584,970, January 6, 1932-showing how the oil should and could be used for the same purpose with no added weight or loss of fuel capacity and no structural changes. This has some claims allowed, but I think the Navy is preventing its issuance. The patent lawyer, Townsend, got a one-third assignment on misrepresentation that it did not allow him to sell separately-I found it does and presume he is in cahoots with the Navy. It was used on the Manhattan and Washington, the Navy denying, and Mr. Bardo admitting, it was by their direction. The above patent is important as evidence of the sabotage by the Navy itself. It is wholly out of my hands, as I cannot revoke power of attorney, since he holds an interest, and have no funds for lawing. But if you want to know what ails your Navy, it is important to you. I offered the Navy many other important ideas and improvements. After my discharge, I wrote repeatedly, describing a new-type Diesel I had designed and sold the Russian Government in 1930, the features of which are through scavenging and upper exhaust and welded steel construction. Two-cycle. At the time I invented these, no manufacturer in the United States was at all interested in two-cycle. I had to go to Russia to get rid of it, and on my return, offered these features for a few hundred dollars to the Bendix Research Co., of East Orange, N. J., a subsidiary of General Motors. The reason I went to them is, I had sold them an aviation patent in 1928 or 1929. They rejected my offers after I divulged most features, but retained the head, as the design was useless without it. The Navy was building an "experimental" 4-cycle, high-pressure air-injection Diesel at the Brooklyn Yard in 1930-31. To understand what utter stupidity this implies, think that Bermeister & Wain, who had the greatest success with this type and built more of it than all the world together, abandoned it in 1927 for 2-cycle. Krupp has built no four-cycle, except for American yacht owners, for 10 years, etc. And high-pressure air injection has been abandoned for at least 8 years. I could not credit the Navy with willful stupidity all the way up, or expected Roosevelt to change things. So I sent Roosevelt, before he took office, particulars of my engine designs, also to the Navy. I was astonished in the summer of 1933 to read of the Winton Diesels "greatest and most revolutionary advance in Diesels in a decade", being built and 2415 |