IMPROVEMENTS IN LOCOMOTIVE AND OTHER ENGINES, AND IN CARRIAGES OR VEHICLES TO BE PROPELLED OR DRAWN THEREBY, AND, IN APPARATUS CONNECTED THEREWITH, PARTS OF WHICH IM- PROVEMENTS ARE APPLICABLE FOR OTHER PURPOSES
Year: 1876

page_text: LETTERS PATENT to Abraham Pullan, of New Cross Road, Engineer, George
Bebbington, of Lausanne Road, Peckham, Engineer, and Thomas William
Pullan, of New Cross Road, Mechanical Draughtsman, all in the County of
Surrey, for the Invention of "IMPROVEMENTS IN LOCOMOTIVE AND OTHER
ENGINES, AND IN CARRIAGES OR VEHICLES TO BE PROPELLED OR DRAWN
THEREBY, AND, IN APPARATUS CONNECTED THEREWITH, PARTS OF WHICH IM-
PROVEMENTS ARE APPLICABLE FOR OTHER PURPOSES."
Sealed the 20th April 1877, and dated the 24th October 1876.
PROVISIONAL SPECIFICATION left by the said Abraham Pullan, George
Bebbington, and Thomas William Pullan at the Office of the Commissioners of
Patents on the 24th October 1876.
ABRAHAM PULLAN, of New Cross Road, Engineer, GEORGE BEBBINGTON, of
Lausanne Road, Peckham, Engineer, and THOMAS WILLIAM PULLAN, of New Cross
Road, Mechanical Draughtsman, all in the County of Surrey. "IMPROVEMENTS IN
LOCOMOTIVE AND OTHER ENGINES, AND IN CARRIAGES OR VEHICLES TO BE
PROPELLED OR DRAWN THEREBY, AND IN APPARATUS CONNECTED THEREWITH, PARTS
OF WHICH IMPROVEMENTS ARE APPLICABLE FOR OTHER PURPOSES."
Our said Invention comprises various improvements in the construction of loco-
motive and other engines, and engine and boiler fittings; also in carriages and
vehicles propelled or drawn by steam engines, and various apparatus and appliances
herein-after described.
Our improvements in locomotive and other engines relate, first, to the application
of a central bar in the cylinders to carry the weight of the piston and rods.
The piston rod is hollow and works on this central bar, so that we can dispense
with the usual guide bars, and we avoid extending the piston rod through the end
of the cylinder cover to afford a better support for the weight of piston, and prevent
the wearing of the cylinder into an oval form. For compound engines we cast the
high and low-pressure cylinders end to end, and carry two piston rods through the
low-pressure cylinder, spanning the high-pressure one and connected to the cross head
and piston rod of high-pressure cylinder, or one rod may be carried through both

page_text: cylinders working with one connecting rod direct on the crank pin. In either case
for small engines and pumps we only carry the central bar as far as the stuffing base,
enabling us to have the end of piston rod solid to form cross head.
Our improvements also relate to making the guides for piston rods on the outside
of cylinder body, or concentric with the bore of the cylinder for piston guide blocks
to work in or upon, thereby reducing length of stroke between the cylinders and
centre of crank shaft without reducing the length of connecting rod which is a
matter of geat importance.
From the centre pins of guide blocks of the high-pressure cylinder we extend
the side rods, which work in the guides on the outside of low-pressure cylinder, and
are connected to the piston rod of same. This arrangement enables us to cast the
high and low-pressure cylinders end to end, bringing compound engines to one crank
pin in the shortest space possible, saving stuffing boxes and glands between
cylinders, or means for making the piston rod tight between the high and low
pressure cylinder, and working direct on to crank pin with one connecting rod.
And we work the air, cold water, and circulating pumps, from the pins of the low-
pressure cylinder guide blocks. We also construct a three-cylinder engine with the
piston rods working all on one crank pin with the guides on the outside of cylinders
either high pressure or compounded, taking steam on each side of pistons, or it may
be only used on one side of each piston, or may be put side by side, driving on three
crank pins.
Our improvements also relate to the front wheels of the locomotive or steam
carriage driving wheels, connected with side or other rods or chains to run loose
upon the axle, and upon this axle are keyed excentric sheaves; or the axle may be
solid, and the ends for the rail wheels to work upon turned excentric to the body
part of shaft, and we place upon the other part of the shaft one or two road
carrying wheels to be lowered down to make the tram groove or rail wheels bite;
or they may be made to carry the whole weight of the front end of engine, carriage,
or tram car, the tram or rail wheels being free or clear of the rails. The axle is
adjusted by a worm wheel and worm. All the wheels can be made in the same
manner, and the gearing worked from any part of the engine; or each wheel may
be worked separately, and the tram or railroad wheels connected by driving studs or
pins fixed to the arms or bodies of the wheels, so that whether one wheel or both
wheels are wanted to bite or bear the weight one cannot slip round without the
other, the said wheels being always connected, and whichever wheels are carrying
the weight the others act as fly wheels to the engine. The axle is mounted on cross
or side springs in place of road carrying wheels, the tram or rail wheels of carriages
not having power to drive wheels need not be connected.
The said improvements also relate to further developements of Inventions
described in the Specifications of former Patents dated Decr. 4th, 1861, No. 3045, and
14th July, 1859, No. 1670.
In place of the road carrying wheels or combined with them we use a wheel or
supplemental ring with teeth, claws, blades, or any mechanical contrivance to take
hold of the road rail or other surface, and teeth or pins may be acted upon with
elastic balls or springs to be forced outwards to bite between the joints of the stones
laid on tramways or other surfaces. If these teeth, pins, or the like should pass
over a hard surface that they will not enter, the force of the springs will be partly
overcome, and the teeth will recede and prevent any prejudicial jumping of the
engine or carriage, or the teeth, pins, or the like may be adjusted with nuts, cotters,
or wedges at the rim or arms of the ring for preventing the vibration of those teeth
or pins extending to the parts of the engine generally. The ring carrying the teeth
or pin is connected to the power employed by means of a stud and socket of the
character of a universal joint, or by means of pins working in slots aided by springs,
which also prevent any violent concussion being communicated to the power
employed; this arrangement will apply also to the wheels before described. When
the driving wheels or ring with teeth or the like are not required to be connected
the driving pins are taken out, so that the rail wheel, road wheel, or toothed ring

page_text: can work separately, and the front and back wheels are made to lock, and steering
gear is so fitted that the engines and carriages can leave the rails or tram grooves
in case of any obstruction, and at the journeys end to turn round if required. The
rings with teeth are also used to go or work in the tram groove, so that the flanges
are not required on the wheels. The teeth or pins are dispensed with when not
likely to be required, and these flanges are actuated in the same manner as the
driving rail and road wheels. When this arrangement is adopted the engines and
carriages can leave the rails without additional wheels, and the "tread" of the
wheels may be made wider than usual to have more surface when on common
roads.
In any of the arrangements above described the tread of the wheel and the ring
or flange are made by preference of cast steel, and the "tread" of the wheel is
shrunk upon a cast-iron body, with wood felloes between it and the steel to make
it elastic and noiseless, to avoid occasion for the complaints now made with regard
to the sound of tramway car wheels. We prefer to have only one flange down on
the opposite corners of engines, carriages, or cars, to save power and friction on the
road and in turning curves. These flanges when worn out may be more cheaply
repaired than flanges made solid with the wheels.
Our improvements also relate to making segments of flanges or flat chilled plates
fixed or adjustable on the tram grooves or rail, either by the side of the wheels
or in any convenient part. The said segments or plates may have friction rollers
fitted to them to run in the rail groove or at the side of track, and turn on centres
and have independent springs, so that they will not cause jolting of the engines and
carriages when passing over stones in the trainway grooves.
Our improvements also relate to making tramway wheels with grooves, pockets,
or holes cast in the tread of the wheels, and fill them up with resin and sand, hard
or soft wood, india-rubber, leather, or any suitable material to increase the bite on
the rails, and to give the brakes inore power over the same, and to make the
wheels noiseless; the brake blocks are constructed in like manner. By this con-
struction the cars or vehicles can be stopped in a much shorter distance with less
power and wear and tear to rolling stock and road than otherwise. The said
inoveable wheels, flanges, discs, or plates, may be applied to the wheels of gun
carriages, ambulance wagons, and water carts, or carriages of any description, to
enable the same to run upon common roads, rails, or tram plates, drawn or propelled
by steam, air, gas, horses, or any animal or other power. Morcover the front and
other wheels of engines or carriages are keyed fast upon these axles, and over the
axle a sleeve or tubular shaft carrying the additional wheels, loose flanges, or the
like, can be raised, lowered, and driven in the manner above described at one or
both ends of the engine, or one or two small supplemental wheels to work in
between the rail or tram wheels; and the same may be raised or lowered as
described to lock in any manner, so that they do not project beyond any of the
carrying wheels.
Our improvements also relate to the supplemental wheels and other devices which
are brought into position when required, and which when not in use will remain
stationary, and in coming in or going out of action will move in a vertical direction.
The said wheels or devices rotate on a collar with slotted openings to embrace the
axle of the driving and other wheels, and permit their rising and falling vertically
on the said axle; this rising and falling is effected by screw or other gearing. The
supplemental wheels have teeth, and are driven by teeth on the driven wheels
when connected, and are mounted on springs.
Our improvements also relates to an arrangement wherein we mount on a vibrating
spring frame, beam, or lever, the boiler, cylinders, tanks, and other parts of a loco-
motive engine between the front axle and fulcrum pins, and under the frame of the
car or carriage are fixed two brackets for ends of frames or spring beams to fit
between, with holes in them for fulcrum pins as near to the axles as possible. The
end of the beam is extended under the car and connected to the same, and the front
wheels of the locomotive are raised from the ground and the weight of the engines,

page_text: boiler, and part of one end of the car are brought upon the driving wheels of the
locomotive. And the side rods are extended from the locomotive driving wheels
to the first pair of car wheels, or they may be coupled by a chain and wheels, and
if necessary the hind wheels of the car may be connected to the front car wheels
either by chain or side rods or gearing. When flanges are used on the hind wheels
we fit them to run loosely upon the axles for turning curves easily; with our
improved wheel they are fixed upon the spring beam. Between the fulcrum pin
and the driving wheels we fix a spring to sustain the weight of the car, making it
more easy and pleasant for the passengers, preventing the rocking or oscillating of
the cars now so much complained of by the public, and the weakening and breaking
of the springs; we also fix a clip over beam to the car frame for it to slide up and
down in, to take the side strain when turning on the road. Between the driving
wheels and end of the car platform we have two pins or bolts or disconnecting gear
in the spring beam, so that when the front wheels of the locomotive are lowered and
the disconnection is made the engine can leave the car, and the locomotive will then
occupy a very short space, leaving the other portion of the beam and spring under
We prefer a length of spring beam at each end of the car where it is
found requisite to turn locomotives round ready for coupling, or it may be made to
travel from one end to the other. Moreover we make the said spring beam with
the driving wheels nearer to the fulcrum, and so that it enables us to run the
driving wheels right under the frame of the car, so that we obtain shorter side
rods as well as more weight of car on driving wheels by raising the car wheels from
the rails by the action of the spring pin, and we may connect the driving wheels
and hind car wheels by side rods or the like. By this arrangement the whole weight
of the locomotive, the car, and the passengers is made available for tractive power.
We forge on the end of the spring bean an inclined projection, so that when it is
run under the car this projection passes under the axle, and by the force of the
locomotive raises the wheels and car clear of the rails up the incline to the end of
the beam, and it is then secured by a clip, or the projection may be carried under
the wheels and the wheels raised and coupled if required as above described.
the car.
The said improvements also comprise the placing of the driving wheels at the
end of the spring beam and bringing the engines nearer to the end, so that by
lifting the car and taking out one pair of wheels, and lowering the car upon the
driving wheels in the same horn plates, the engines will be then under the car and
nothing but the boiler and steering wheels will project in front of the car, the
springs and gearing of the car wheels being made use of, and then the hind wheels
connected to the driving wheels. In this arrangement of our Invention we employ
the cars now in use, and furnish a steam car without the boiler engines or any
parts of the propelling power placed upon the car, so that during repairs of boiler
or engines the car can be used with other engines. We thereby effect a saving of
car rolling stock and capital. Moreover this arrangement of the locomotives and
cars will enable a considerable saving to be made in making new rolling stock,
and will be found very advantageous in the working of tramways by steam or
other similar power.
Our improvements also relate to fixing in the spring beam a centre pin and
joint at the end next cylinders, so that in going round curves the driving wheels,
engines, and gearing will swivel on the pin like a Bogie frame. A pin is placed
over the centre of driving axle at the end of the beam supporting the car and
combined with a quadrant that allows the driving wheels to yield to curves. At the
steering wheel end adjacent to the boiler the wheels swivel on the lock plate, and
to prevent their twisting too far round we arrange stop pins in one lock plate and a
radius slot cut in the other. These wheels may have plain surfaces and the pin
may be taken out of the slot when it is to leave the rails to run on a common road.
These steering wheels have a universal motion around the bar at the end of the
spring beam, so that they yield to the inequalities of the road and take the strain
of the axle and prevent the effect of vibration on the locomotive.
Our said improvements also relate to the arrangement of the three-cylinder engine

page_text: above described on a radius or circular beam to work up and down with the driving
axle or intermediate shafts upon springs, and making provision to use high-pressure
steam in low-pressure cylinders when starting or working up inclines or when the
locomotive and car have to leave the rails and work upon the common road. This
arrangement will enable us to use much smaller engines and boilers as it requires a
comparatively small power after once the car is in motion, we also use a high-
pressure cylinder connected with one crank and a low-pressure cylinder connected
with the other crank, and we make arrangements for working high-pressure steam
in the low-pressure cylinder, as described, in order to gain power at starting and
going up inclines, and lengthen the link slot beyond the joint where the excentric
rods take hold of the same, so that when the link block is thrown beyond this
centre we obtain an increased travel of the valves, and the cylinder takes steam for
a longer portion of the stroke than with links as usually formed. The present
rolling stock of the cars can be worked by the last-described arrangements, or some
of them, without material alteration to the tramway cars now working with horses.
We make the slide valves of india-rubber, and fit the same between the valve face
and back plate to keep the pressure from the back of said valve; being elastic it
will keep tight and adjust itself for wear. I use for the above purposes a new kind
of india-rubber that will resist oil and heat and that is now manufactured by
Gavin, Thomson, and Company, of Deptford, in the County of Kent. We make the
pump valves and seats of the same material, or they may be made of asbestos.
Our improvements also relate to the construction of locomotives and steam
carriages with framing with all the parts of the engines and machinery fixed on the
same independently of the boiler. In road locomotives the boiler is the first part
that gives way; we therefore fix the boiler on the framing in such a manner that it
can be removed and a duplicate boiler fixed in a few hours. By this system of
duplicate boilers kept always ready we avoid the necessity of a large capital locked
up or lying idle when the locomotives and steam carriages are stopped simply for
boiler repairs, and a smaller number of locomotives will serve for the traffic than
would otherwise be required; in all these arrangements we carry out this principle;
moreover, with locomotives and the like where we use multiplying gearing, we
employ wood, iron, gutta percha, vulcanite, and mixtures of rubber, or the like, and
iron together to save noise, or any elastic material may be fitted to the teeth of the
gearing to work with iron; we may also use road grippers for road locomotives,
also the principles of vibrating framing spring beams and the like for carrying
engines, boilers, shafts, and axles, all connected and mounted on springs, so that the
centres are always correct let the roads be ever so uneven, and saving friction, as
the cylinders and shafting and the like are always lineable and true with each
other, even if lying sidewise; with these arrangements air, compressed gas, or other
source of powder may be used and the engines may be horizontal, vertical, or
inclined to any angle.
Our Invention includes an improved locomotive especially designed for use on
steam tramways, either with or without bearing the weight of the cars. For this
purpose we construct a framing and fix on the same at each end the steam or
compressed air cylinders central between two pairs of driving wheels which are
fixed on the same frame. The pins in the guide blocks and in the crank pins in the
driving wheels are all central, so that two connecting rods from each cylinder are
connected to the two driving wheels on each side of locomotive, as above described.
This arrangement enables us to bring the whole of the cylinders and valve gear
inside the framing and connect it with the driving crank pins outside without side
rods, as heretofore. At the ends of the frame we place a single steering wheel, as
before explained, with a worm wheel for steering, the same worm and wheels,
serve for raising the wheels from the ground by taking out a key.
The boilers, power accumulators, steam and smoke consumers or burners, will be
herein-after explained. The exhaust steam will pass from the high-pressure cylinders
through a heater, then into the low-pressure cylinder into air surface condensers,
then into the tender or tanks, if found desirable, and then through chambers and

page_text: other connections to be burnt or decomposed, as above specified. Or we may adopt
an arrangement for sending into the exhaust steam as it leaves the cylinders cold
water, and the portion of the steam not condensed is taken to the decomposers or
burners. Under the seats of the car we carry water for condensing purposes and
supplying the boiler by means of elastic pipes connected as required.
Our improvements also relate to the construction of a road locomotive for goods
or mineral traffic on railways, tramways, and common roads; also for the con-
struction of tramways or railways, docks, fortifications, and the like.
The engines and gearing are carried above or below the boiler. The driving
wheels are of larger diameter. We use supplemental rails or shoes in connection
with the bearing wheels of the locomotive and the carriages drawn by the same.
The adjoining shoes are connected by links, and there are teeth on the peripheries
of the wheels to take into teeth in the said shoes or supplemental rails and prevent
the slipping of the driving wheels on the rails. When the supplemental rails or
shoes are not required by removing the pin or pins connecting one or pair of links
to one of the shoes, the supplemental rails or series of shoes will fall off or they
may remain on when the engine is on the rails, the engine then driving with its
rail wheels and when it arrives at the journey's end it will be ready for travelling
on the ground.
The said improvements also relate to means for keeping the teeth of pinions on
the driving shafts and the teeth, on or giving motion to the driving wheels at the
proper pitch or depth. For this purpose the axle of the driving wheel and the
driving shafts are pressed together by springs with facility for adjustment to
compensate for wear or otherwise when required. For mountainous countries or
inclines the boilers are suspended on trunnions and adjustable. On this class of
engines when required for lifting purposes and carrying weights lifted from place to
place we use the arrangements or some of them described in the Specification of the
said former Letters Patent, dated December 4th, A.D. 1861, No. 3045.
Our improvements also relate to the construction of a high and low-pressure
trunk engine. The high-pressure cylinder and low-pressure cylinder with the
connecting rod attached are arranged end to end, and the cubical contents of the
trunk pistons and lower steam chest are so adjusted as to amount to one-fifth of the
cubical contents of the low-pressure cylinder; hence the steam is expanded five
times, the chest connected with the low-pressure cylinder may be be arranged to be
used as a partial superheater, this engine is simple as there are no parts liable to a
become deranged; no glands stuffing boxes or slides are required and all parts are
readily accessible.
The said improvements also relate to the lubrication of the crank pins, rods, and
other parts of steam engines, and the saving of the oil or other lubricant.
We make the oil cups with a small ball at the lower end running in contact with 4
the part requiring lubrication. This ball is formed of metal or glass or of suitable
elastic material, and it has a very slight motion so that the motion of the shafts,
rods, or other parts moves the balls and allows a small portion of the oil to pass to
the parts requiring lubrication; and when not in motion no oil can pass the ball as
it comes to its seat; when metal or glass balls are used we provide them with
elastic seats. We place balls at the bottom of tubes, rods, or small wheels, fitted
to run on the parts required to be lubricated, and in the tube we place sponge or
anything to filter the oil before it has access to the bearing. When we make the
bodies of glass we enamel the glass partly around the same to reflect and shew the
contents clearly. We also enamel the tops or covers to throw light into cups and a
other parts. When the balls do not touch the parts requiring lubrication the
connecting rod causes the balls to move and allow the oil to pass; or a small rod is
carried from the top side of the ball to the top of cup, can, or vessel, and the top or
bottom made elastic, and by pressure with the hand or otherwise the elastic ball
inside is pressed and opens the outlet for the discharge of oil to the parts requiring
lubricating. We also make the bodies of oil cups, cans, or vessels of india-rubber
pr other elastic material, so that by the pressure of the hand or otherwise the oil

page_text: will drop or flow out as required; asbestos balls or valves may also be used for these
devices.
For oil and tallow cups we arrange elastic balls and seats at the top and bottom
for lubricating the cylinders and slide valves for the supply and delivery of oil or
tallow by the pulsation and condensation of the steam.
The bodies we make of stout glass partly enamelled, so that the action may be
seen. For recharging and for forcing lubricating materials and clearing the pipes or
passages for it to pass to the cylinders we fit a hollow plug in the back at the bottom
of the grease cock, and in the stem or shank of the plug we fit a plunger, so that
when the plug is turned round with the hollow part full of oil it mixes with the
steam on its way to the slide valves and pistons.
Our improvements also relate to locomotive or similar boilers in which the front
of fire-box casing is circular and the upper part above the horizontal barrel is the
same diameter as the shell of boiler to a height of about three feet to form a
reservoir or accumulator for steam at a great pressure. The front of the fire-box is
the same shape as the casing, and extends round in one plate to avoid rivets in the
part exposed to the fire to render it stronger. This part extends to the tube plate,
which is flat. The barrel part is about half the usual length and tubes extend from
the fire-box to the smoke box or combustion chamber and back from the tube plate
in smoke box to front of boiler casing, the same being the width of fire-box and
water spaces longer than the tubes last named, over which is fitted a smoke box and
chimney, and a chimney is fitted over at smoke box or combustion chamber,
and both chimneys are furnished with valves so that they can be worked together
or separately. Thus the barrel of boiler is nearly filled with tubes and is also filled
with water, thereby insuring a large quantity of water over the fire-box when the
engine is on an incline and a large steam capacity, our object being to get a boiler
with a large heating surface steam and water capacity to stand at least 200 lbs. per
square inch, and which will have a deep fire-box so that a great depth of fire can be
carried in as short a space as possible, and so that the engine can travel a con-
siderable distance without requiring attention. The feed water can be supplied to
the boiler at intervals gradually as hereafter explained. Our object in having a
great pressure at the starting of the engine is to work expansively, and when the
steam has worked down, say to 50 lbs. pressure, the locomotive can still do its work,
so that when arrived at the journey's end and for stoppages we have a boiler that
can store up the steam, thereby accumulating power at a very slight cost and with-
out causing nuisance in the streets or frightening horses.
Our improvements also relate to means for storing up the surplus steam in place
of blowing it away either into the fire or into the atmosphere. For this purpose we
use receivers round the boiler shells of any shape, or separate vessels are fixed upon
locomotives, steam carriages, or upon the vehicles drawn thereby with water in
them. These pressure receivers or accumulators of power can be raised to the
desired height by the locomotive boiler before starting, and when the steam is
exhausted from the boiling water can be fed to the boiler. These vessels may have
the heat passed through them from the hoiler furnace to further increase the power,
and water is to be fed to the vessels ready for steam to be sent into them.
Our improvements also relate to a former Patent, dated May 12th, A.D. 1860,
No. 1180, for steam boilers and superheating apparatus, and consists in making the
chambers or retorts of fire-clay, or plumbago, or other material that will bear a
great heat instead of copper as heretofore for superlicating steam before it passes
into the steam cylinder, and after it escapes therefrom to superheat, decompose, and
burn it and blow the remainder into the fire to prevent its being seen or heard.
The chambers or retorts are made of various shapes to suit different boilers and with
boxes or sockets on them for connecting tubes or pipes. The joints are made with
fire-clay or red lead and cast-iron borings or other suitable material; if the con-
nections are metal we roughen then on the exterior and cover them with the
material used in the construction of the chambers to increase their durability, or
they may be made of or covered with asbestos. We place one in the chimney,

page_text: combustion chamber, or smoke box, and one or more in the fire-box above or in the
fire, and they are connected with pipes passing through the smoke or draught tubes
of boilers, and connections are made from the chambers in the fire-box to chambers
under and on the fire-bars by pipes. The exhaust steam after leaving the condensers
or cylinders passes into the chambers in the chimney, smoke, or combustion
chamber, and then through the pipes in draught tubes into chambers in the fire-box
and then under the bars, or the fire-bars being hollow the steam or air is blown
through a rose spreader nozzle or in an open or solid jet by an improved valve up
into the chambers standing upon the fire-bars. These chambers have slots or holes
in them for the escape of the steam or air into the fire where it is to be burnt to
create a draught and consume the gases and smoke in the fuel. A jet of steam or
blower can be caused to send a current of air into the chambers standing on the fire-
bars and into the body of the fire. When the exhaust steam is taken from the
chambers in the fire-box for various purposes, such as sending it into the boiler to
mix with the steam or water driven into the aforesaid vessels or water tanks by
pumps, injectors, or other appliances, we fit cowls or trumpet-mouthed pipes to tight
fitting ash pans or chambers made adjustable to catch the currents of air to pass up
through chambers into fire. These air chambers standing on the fire-bars may be
of cast iron covered with fire-clay or the like, or made entirely of fire-clay or similar
material. When red hot they will burn the gases and smoke. When the chambers
in the fire-box, smoke box, or elsewhere are made of metal we cover them with the
aforesaid materials to preserve them and cause them to act as smoke burners, and
while steam is being generated they are connected by suitable valves to the steam
and water space of boilers to increase their heating surfaces and preserve them,
these arrangements may be applied to feed water heaters. Part of the exhaust may
escape through the chimneys and chambers, or the whole may pass in either
direction.
Our improvements also relate to making the fire-bars of fire-clay, asbestos, or the
like in parts or segments, hollow, with chambers and partitions through them for
air, and the exhaust steam can be taken in them to be burnt and pass into the fire.
The air chambers or caps may be made solid on the said bars or perforated fire
bricks, or ordinary fire-bricks with air spaces may be used for the fuel to burn upon,
or we may arrange a jet of steam in front of hollow dead plate to carry or drive the
air through the hollow bars into a hollow bridge and chambers on the fire-bars and
then through the perforations in same into the fire to consume the smoke, keep the
fire-bars cool, and preserve them.
Our improvements also relate to a flue or flues or combustion chamber between
the fire-box and tube or tubes and smoke boxes. In these flues or in the combustion
chambers we fit a steam and smoke burning chamber of any shape. This device is
applicable to locomotive or other boilers, or we may carry a flue or large tube the
whole length of boiler, and in this flue or large tube place tubes from the chimney
and over the top of fire in the fire-box to the front plate of fire-box, connecting them
to the water space of boiler so that they will be water tubes and the heat play all
around them. We sometimes place the chambers for smoke and steam combustion
around the tubes to cause heat to impinge on the tubes and to be driven into the
centre of the same. Tubes or draught holes may pass through the chambers. The
water tubes may be arranged crosswise in the flue or tube and the said flue may
have a circular or other shape.
Our improvements also relate to vertical boilers for steam cars or carriages; we
arrange a row of vertical tubes round the inside of the fire-box connected with 'a
chamber at the top and bottom ends; these chambers are connected to the water
spaces of boilers; we use this arrangement on locomotive boiler, and the same
arrangement for burning steam and smoke as above described are provided in the
top of the chamber; we place a regulating valve with long conical perforated pipe
in the chimney or uptake to regulate the exhaust steam or air and distribute it in a
fine spray to insure its being more effectually burnt; we also form the fire-box
entirely of tubes and fill in the outside with fire-clay, and over the clay we place a

page_text: band of hoop iron to keep it in. From the crown plate we extend the draught
tubes to the top of smoke box which we cover with water to the top to prevent the
burning of the tubes at the top ends. With this arrangement the expansion will
always be equal and the tubes tight, which is not the case when the upper ends of
the tubes are in the steam space. Over the top we place a smoke box and in the
upper part of same we carry about 4 inches of water, the remaining space being for
steam. This smoke box or chamber we connect with the water space of boiler and
pass a flue tube through the chimney. From the crown of fire-box we suspend
tubes or chambers inside of the same connected with water space of boiler or to the
exhaust for steam or burning. To prevent the burning of the ends of the boiler
tubes we cover them with ferrules or caps of asbestos.
Our improvements also relate to means for preventing the burning of fire-box
crowns, flues or sides of fire-boxes, and flues or boiler tubes if the boiler should be
short of water, or stands on an incline, or from incrustation or otherwise.
We fix over or at the side of the fire-boxes or flues metal or other seatings fitted
with fusible balls or valves upon them which act as back pressure valves, and should
the fusible valves melt from any cause we can replace them with the full pressure
of steam, and the water and fire in the boiler as follows, that is to say: On the
seating inside of boiler we screw on a pipe or chamber over the fusible valves with
trumpet-shaped top, carrried up close to the top of the boiler, and over this, on the
outside of the boiler, we fix a hollow plug, cock, or valve, and in the hollow part of the
same we place one of the fusible valves or balls. And when the fusible valve in the
boiler melts, the hollow plug is turned round with opening toward the inside of the
boiler, and the fusible valve drops down the pipe upon the seat, and the boiler is
then in working order again in one minute. When fusible plugs as ordinarily used
melt, there is no means of replacing them without drawing the fire and blowing off
the steam and water to permit admission into the boiler, causing great delay and
obstruction in the streets, in street tramways, and stoppages of locomotives on
railways. In boilers however used, and as a signal that the water is becoming low,
we place in the boiler, over the seating, a fusible valve, and over this fusible valve,
near the top of the same, we carry up a pipe or chamber through the top of boiler
with an air chamber the hollow plug, cock, or valve fixed on the top with a fusible
ball valve placed in and on the top of the cock, and over this fusible valve is fixed
a whistle or other alarm. Up this tube the water is driven by the action of the
steam, and when the water falls below the end of the tube in the boiler the steam
takes its place and melts the fusible ball and sounds the alarm, and should this
warning receive no attention, or the feed water cannot be supplied to boiler from
defective pumps or injectors, and the second fusible valve or plug should melt before
the water feed operates, by taking out the screw in the end of the hollow plug
another fusible valve can be dropped down the pipe as above described, and then
one is fixed in the valve on the top of the pipe outside the boiler without a single
joint having been broken. We thus insure inore certainty of the melting of the
fusible valves on the exterior of the boiler. We fix a steam circulating pipe in the
interior of the tube or on the outside of the same. The outside fusible valve and
dropping gear can be fixed on the front of the boilers and still communicate with
the one on the crown of the fire-box or flue for renewal of same. Or to save the
fusible ball or valve outside the boiler, and still indicate the fall of the water before
the fusible valve melts over the fire, we make a fusible stem with a fusible ball or
valve at each end, one fitting on the seat over the fire, and one fitting the hole or
seat in the crown of the boiler or seat of valve with a whistle on the same, so that
when the joint is made it presses the balls tight between both seats, and as soon as the
fusible ball nearest the fire begins to melt it releases the top one from its seat and
gives the aların, and should the water not be raised in time to prevent the melting
of the plug entirely, the fusible stem will come through the hole and melt away
until the top ball comes on the seat, and if the latter should also melt before the
water rises, another one can be dropped in as described. The plug of valve or
cock will have to be unlocked before the sound or aların can be stopped.

page_text: The fusible valves should be changed about every three months, as they may
become calcined so that they will not melt; and by opening the valves or cock and
passing down a sharp pointed rod, and forcing the same into the fusible ball, the
latter may be lifted out and another one put in, and the old one re-melted. Or the
balls may be dropped by means of two ordinary cocks in a length of pipe by
shutting one cock and opening the other.
When the dropping apparatus is not used we make the top end of seating that
carries the fusible ball, valve, or disc conical to form a seating, and the tube over
This tube is fixed on
the same as a seating made at the bottom and to fit same.
the top of the boiler shell in a stuffing box or a boss with a screw thread in it. On
the outside of the pipe is fixed a hand wheel for turning the pipe round and
lowering it on the seating of the fusible ball, and so cut off the steam and water
acting upon the ball. The ball can then be taken out and replaced by a new one.
Any of the ordinary fusible plugs now in use can be taken out and replaced with
fire, steam, and water in boiler, for if the top of the fusible plug should be hexagonal,
square, or similarly shaped, a box spanner can be put down the tube and the plug
unscrewed and lifted out for repairs or otherwise.
Another great advantage obtained by this arrangement will be seen if the fusible
part melts from shortness of water or other cause when the fire is sufficiently damped,
so as not to injure the plates the pipe can be screwed down on its seat or plates like
a stop-cock and prevent the escape of any more steam or water from the boiler.
The upper end of the pipe may have the dropping gear fitted on as above described
or an ordinary plug or cock. A disc of metal or valve is fixed on the flue or fire-
box that will give way and let the steam escape when the pressure becomes excessive,
and thereby prevent explosion. The same arrangement may be used for replacing
discs or valves as desired for the fusible plug.
According to another part of our Invention we fix in the sides of the boxes, and
in the flues, fusible plugs to melt and give warning when the boilers require cleaning,
and prevent them being burnt and ruptured. Moreover, we have holes or slots in
the boiler tubes, and fitted with fusible metal for the purpose above described. And
we place hollow stays in the locomotive fire-boxes. We also fix on the end of a
pipe a float, and on the top of the same the aforesaid fusible arrangement and
dropping gear. We also fit on the spindle a valve working over slots to sound a
whistle when the water stands at various heights, and we provide an external index
pointer and plate engraved with the various levels of water in the boiler. This float
tube has no stuffing 'boxes, and the tube is kept tight by a piston in the same
working in the tube with oil in it, or oil is furnished to the piston connected with
grooves and holes to keep it steam-tight and free from friction.
The spindles of the dead weight safety valves, and the ordinary safety valves are
connected with the levers forked to work upon centres on the outside of hollow
spindles. Or the stop valve spindle is made hollow, and fusible gear is fitted on the
top, and on the side of the same we fix a pressure gauge and beat gauge, so that
one connection to boiler serves for all of these fittings.
Furthermore, over the top of the excessive pressure valve we arrange a pipe
which extends to the furnace crown or to the front of the boiler, so that when the
steam raises the valve it blows on the fire and damps it, thereby preventing the
steam rising any higher or the fuel being wasted. And on the spindle we mount
the fusible and other gear. We place over a dead weight safety valve a spring so
that it can be screwed down like any ordinary spring balance to the required pressure.
The said spring is protected by placing it in a box filled with oil to keep it from
corroding by the steam, and the safety appliances are fitted to it as described.
We also apply india-rubber balls or elongated pieces of india-rubber between the
weights of dead weight safety valves to form a spring, and the gun metal seatings
are fitted over a fillet or ring cast on the valve box instead of inside, to allow the
gun metal seating to expand so that it will not jam the valve, as it would be liable
to do when fitted inside. Over the top of the safety valve there is a dome or bell
mouth, so that at the moment the valve lifts, the steam strikes the said dome and

page_text: causes the valve to lift very quickly and makes it more sensitive. This arrangement
is applicable to all kinds of safety and relief valves.
Our improvements also relate to new and efficient water gauges to shew correctly
the position of the water in locomotive and other boilers, and prevent the melting
of fusible plugs and the destruction of the crowns of the furnaces and any mis- .
apprehension as to the height of water in the boiler as may happen with ordinary
gauges. The said improved gauges are constructed and applied as follows:-A
hollow conical plug each with stuffing box is provided, and in this we form two
stuffing boxes to receive the gauge glasses, one to extend upward in the usual way
and the other downwards, and at each of the ends of these glasses we fix a stuffing
box with screw valves or plugs. With the ordinary water gauge now in use the
water disappears at the nut of the bottom stuffing box, and the height of the water
cannot then be ascertained. But with our improved gauge the water as it dis-
appears in the top glass appears in the lower one. This lower glass answers the
purpose of two sets of water gauges, as if the top glass breaks, the cocks are shut
off and the bottom remains in use or in working order nntil a new glass is put in;
or if the bottom one breaks it can be replaced with top one at work. The said
gauge can be so fixed on the boiler that the two glasses are only equal in length to
one long one. It will not be more expensive than, or so liable to break, as ordinary
gauges.
We may also make a water gauge in which one movement shuts off the gauge
when the glass breaks to insure this action.
Our improvements also relate to applying india-rubber or other elastic ball,
valves, or steins, or shanks, with india-rubber fitted on them, and metal or glass
valves with elastic seats so that they do not corrode, and if the glass breaks the
valves will close and shut off the steam and water from the boiler, and prevent the
attendants being scalded in shutting the cocks.
Our improvements comprise the use of a material that will not corrode, and is
elastic, so that if any grit or scum gets on the valves or seats, being elastic, they
will cover it and still be tight, and may be used for other valves and cocks. To
prevent the sticking of any matter in the plugs, I form oil reservoirs around or
upon the shells of the cocks or in the plugs with holes to conduct the oil to the
plugs, taking care to keep them tight and in working order, we also enclose the
small glass tube in a barrel or tube of stout glass of about 3 times the diameter to
protect the small one and keep it at an equal temperature, so that it shall not be
liable to break from exposure to unequal temperatures. In the annular space
between these tubes we introduce colored fluid or reflectors, as described in the
Specification of former Letters Patent, dated April 4th, A.D. 1860, No. 862. This
fluid we supply from a vessel on the gauge or fixed in any convenient place in the
boiler house or on the engine to shew more distinctly the position of water in boiler
by following it up and down in the centre of the glass tube; and if the centre glass
tube should break, then the large one will act and indicate the water; or a metal
tube or frame may be used glazed with a glass lens and provided with reflectors;
and in place of a glass tube for the centre or outside we may use a mnica tube or a
tube or tubes made of any transparent material; or the centre tube may be made of
metal.
We fix the glasses of water gauges in telescope stuffing boxes or in slides, or with
any suitable mechanical contrivance for raising or lowering the glass to find the
level of water, in place of having two glasses, as described.
We sometimes place the bottom gauge cock lower down than hitherto, say three
or four inches below top of flue or fire-box, and on the top of the nut of stuffing box
we carry up a tube with a hinge joint which may be opened to permit the water to
be seen when it has fallen below the top of same; or a ferrule is so fitted on that it
will not touch the glass, as the glass is liable to break if in contact with metal.
This arrangement though convenient in some cases, has not the advantage of the
double glass. We may also arrange a lamp on the gauge or boiler for use at night
or in dark places, and use enamelled sheet glass, iron, wood, or any material, for top

page_text: and sides of lamps, to throw the light down and outward on the water gauge and
other fittings; and in the day time this enamelled portion will act as a reflector for
the water gauges; or enamelled tubes or strips of glass may be used round the body
of lamps for reflectors, we also use enamelled glass to throw light on the engines
and boilers in their compartments for night and day; we also fit on the top of
water gauges a small safety valve to act as a sentinel over the large ones.
Our improvements also relate to measuring the feed water supplied to boilers, and
to the means for feeding the same, so that when locomotives are standing in the
streets or on tramways, the boilers can be supplied with water without injectors or
pumps. We arrange a chamber, a small tank in the tender, or in tanks on engines,
and provide a gun metal seat in the top and bottom of the said chamber or tank,
and india-rubber or elastic balls are fitted in these scats and connected by a rod and
lever. The outlet of the tank at the bottom is connected to check feed valve on the
boiler, and the top outlet is connected to the tender or tanks, and the top of tanks
with balls is connected to the steam space of boiler by a cock, so that by opening
the cock on the boiler, and at the same time lifting the rod with the elastic ball
valves upon it, the one on the top pressing on its seat before the steam is blown
into the tank, to prevent the blowing of the water back into the tender or tank or
source of supply. It will be understood that the water in the small tank will be
sent into the boiler, and by closing and opening the feed cock continues to feed the
boiler. Any well-known registering or counter gear can be fixed to cock, lever, or
rod, to indicate the quantity of water used; or this portion of our improvements
may be effected with one ball or valve fitted between double seats in the body of
the shell. Between the seats are ports or passages to let the water pass into the
receiver from the source of supply into which steam is conducted, as above described,
when steam is not used a small elastic ball is used at the top to admit the air and
drive out the water for any purpose. Valves and seatings may be used, as above
described, for the water gauges that will not corrode the chambers; we prefer to use
bottle-shaped necks for these gauges, as the steam or air entering the contracted
opening has a better effect on the fluid to be discharged.
For the check valves near the boilers where the feed water enters, we use the
same kind of valves and seatings as above described. By this arrangement, should
the attendant forget to open the valve, and the feed is acting, the elastic valve will
yield and allow the water to pass into the boiler, and thereby prevent bursting of
the pipes; we use the same kind of valves and seatings for safety valves and stop
valves; we also use india-rubber or other elastic material between safety valve and
lever or weight, or the power applied on the metal safety valve, so that there will
always be a part to yield when the pressure exceeds certain limits.
We also make hollow seats of gun metal to fit on the india-rubber balls, or half
balls, or elongated pieces of rubber, so that the metal seatings will fit on the seatings
in the body of the cocks or valves, and the metal seatings have shanks or stems to
pass through the centre of the india-rubber with threads on the end for nuts to fit
on, for drawing valves off their seat to open them, for blow-off cocks or valves with
a straight bore through them. We fit an india-rubber ball between the two valves
or discs so that when screwed into their place the ball is pressed and expands the
discs or valves upon their seats or faces, and when more pressure exists than is
required, the india-rubber yields and allows the steam or water to escape, or we
make the valve entirely of india-rubber, we also use the same device for cylinder
cocks and the like, and also use india-rubber or asbestos balls for plugs of cocks, and
we use asbestos for the shells of cocks, or use cocks lined with asbestos for the
ball to work in; or around the hole or slots in the cock plugs, or shells, we place soft
packing of any kind to prevent leaking. This packing can be casily replaced when
worn out; by this construction plugs and barrels need no boring. When we use
india-rubber or asbestos balls for cocks, we place a ball on the outside of spindle to
form a spring to keep inside ball on its seat, and to act as a packing to keep spindle
tight on the outside, thereby obviating the necessity for a stuffing box.
The material we call india-jubler, and which we use for the above purpose, is a

page_text: new compound made by Messrs. Gavin, Thomson, & Co., of Deptford, as above
described, which is not affected by oil or grease, and which will bear a very high
pressure of steam and a great heat.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed by
the said Abraham Pullan, George Bebbington, Thomas William Pullan, in
the Great Seal Patent Office on the 24th April 1877.
ABRAHAM PULLAN, of New Cross Road, Engineer, GEORGE BEBBINGTON, of
Lausanne Road, Peckham, Engineer, and THOMAS WILLIAM PULLAN, of New Cross
Road, Mechanical Draughtsman, all in the County of Surrey. "IMPROVEMENTS IN
LOCOMOTIVE AND OTHER ENGINES, AND IN CARRIAGES OR VEHICLES TO BE
PROPELLED OR DRAWN THEREBY, AND IN APPARATUS CONNECTED THEREWITH, PARTS
OF WHICH IMPROVEMENTS ARE APPLICABLE FOR OTHER PURPOSES."
Our said Invention comprises various improvements in the construction of
locomotive and other engines and engine and boiler fittings, also in carriages or
vehicles propelled or drawn by steam engines, and various apparatus and appliances
herein-after described.
Our improvements in locomotive and other engines relate, first, to the application
of a central bar in the cylinders to carry the weight of the piston and rods. This
part of our Invention is illustrated in Figures 1 to 4 of the Drawings.
Figure 1 is a sectional elevation of a locomotive showing this part of our
Invention applied to the same.
Figure 2 is a similar view showing the application of this part of our Invention
to a stationary engine.
Figure 3 shows in longitudinal section its application to a compound engine.
Figure 4 shows a similar view of the same adapted for small engines or pumps.
The piston rod a is hollow and works on the central bar a¹, so that we can
dispense with the usual guide bars, and we avoid the necessity of extending the
piston rod through the end of the cylinder cover; we thus afford a better support
than heretofore for the weight of the piston, and prevent the wearing of the cylinder
into an oval form. In this construction of engines that have high and low pressure
cylinders, we cast the high and low pressure cylinders end to end and carry two
piston rods through the low-pressure cylinder, as shown in Figure 3, at the sides of
the high-pressure cylinder, the piston rod of the latter being connected to the same
cross head, or one rod may be carried through both cylinders working with one
connecting rod direct on the crank pin. In either case for small engines and
pumps we only carry the aforesaid central bar as far as the stuffing box, so that we
may have the end of the piston rod solid to form a cross head, as shewn in
Figure 4.
Our improvements also relate to forming guides for piston rods on the outside of
cylinder bodies concentric with the bore of the cylinders for the piston guide blocks
to work in or upon, thereby reducing the length of stroke between the cylinder and
centre of crank shaft without reducing the length of connecting rod, which is a
matter of great importance. This part of our Invention is illustrated in Figures 5
and 6.
Figure 5 is a plan of one-half of a compound engine provided with these
improvements.
Figure 6 is an end view of the arrangement of a three cylinder engine with this
part of our Invention applied to the same.
From the centre pins of guide blocks b of the high-pressure cylinder we extend
the side rods b' which work in the guides 62 on the outside of the low-pressure
cylinder and are connected to the piston rod 6% of the same. This arrangement
enables us to cast the high and low pressure cylinders end to end and to have both

page_text: cylinders acting on one crank pin, thereby bringing the engine into the shortest
space possible and obviating the necessity of stuffing boxes and glands between the
cylinders, and means for making the piston rod tight between the high and low
pressure cylinder, and working direct on the crank pin with one connecting rod;
and we work the air pumps and cold water and circulating pumps from the pins b*
on the block of the low-pressure cylinder guide blocks. We also construct a three-
cylinder engine with the piston rods working all on one crank pin with the guides
on the outside of the cylinders of either high-pressure or compound engines, taking
steam on both sides of the pistons or only on one side of each piston, or the cylinders
may be put side by side for driving on to a three throw crank.
Another part of our improvements which is illustrated in Figures 1, 1ª, relates to
the front or driving wheels of locomotives or steam carriages. Figure 1 shews the
parts in side elevation adapted to a locomotive; and Figure la shows an end
elevation of one-half of Figure 1. These wheels c are connected with side or other
rods c¹ or chains to run loose upon the axle c², and upon this axle are keyed
excentric sheaves c³, or the axle c² and the excentric e³ may be solid, and the ends
for the rail wheels c to work upon turned excentric to the body part of the shaft,
and we place upon the other part of the shaft one or two road carrying wheels c¹ to
be lowered to make the tram groove or rail wheels bite; or these road wheels c*
may be made to carry the whole weight of the front end of the engine, carriage, or
tram car, the tram or rail wheels being free or clear of the rails. The axle c² is
adjusted by a worm wheel c³ and worm co; all the wheels can be made in the same
manner, and the gearing worked from any part of the engine, or each wheel may be
worked separately, and the tram or rail wheels connected by driving studs or pins c²
fixed to the arms or body of the wheels, so that whether one wheel or both wheels
should be wanted to bite or bear the weight one cannot slip round without the
other, the said wheels being always connected, and whatever wheels are carrying
the weight the others act as fly wheels to the engine. The axle c² is mounted on
cross springs c³ or side springs. In some cases where more of the wheels are driving
wheels, that is, when they are simply bearing or carrying wheels they need not be
connected.
The said improvements also relate to a further developement of Inventions
described in the Specifications of former Letters Patent, dated December 4th, 1861,
No. 3045, and 14 July 1859, No. 1670. This part of our Invention is illustrated
in Figures 7 and 8.
Figure 7 shows the same in side elevation.
Figure 8 shows the mechanism for raising and lowering the road wheel.
In place of the road carrying wheels or combined with them, we use a wheel or
supplemental ring d with teeth, claws, or blades ', or other mechanical contrivance
to take hold of the road, rail, or other surface. These teeth or pins may be acted
upon by clastic balls or springs to be forced outwards to bite between the joints of
the stones laid on tramway or other surfaces. If these teeth, pins, or the like
should pass over a hard surface that they will not enter, the force of the springs
will be partly overcome, and the teeth will recede and prevent any prejudicial
jumping of the engine or carriage; or the teeth, pins, or the like may be adjusted
with nuts, cottars, or wedges at the rims or arms of the ring for preventing
extension of the effects of the vibration of these teeth or pins to the parts of the
engine generally. The ring d carrying the teeth or pins d¹ is connected to the
driving part of the engine by means of a stud and socket of the character of a
universal joint, or by means of pins working in slots aided by springs which also
prevent any violent concussion being communicated to the engine. This arrange-
nient will apply also to the wheels above described and shown in Figures 1 and 1ª.
When the driving wheels or rings with teeth or the like are not required to be
connected, the driving pins are taken out so that the rail wheel, road wheel, or
toothed ring can work separately, and the front and back wheels are made to lock,
and steering gear is so fitted that the engine and carriages can leave the rails or
train grooves in case of any obstruction and at the journey's end to turn round, if

page_text: required. Rings with or without teeth are also used to go in the tram grroove and
serve as flanges, so that the ordinary solid flanges on the wheels are not required;
the teeth or pins are dispensed with when not likely to be required, and the rings
or flanges are actuated in the same manner as the driving, rail, and road wheels.
When this arrangement is adopted the engines and carriages can leave the rails
without additional wheels, and the "tread" of the wheels may be made wider than
usual to have more surface when on common roads.
In any of the arrangements above described, the tread of the wheels and the
ring or flange we make by preference of cast steel, and the tread part of the wheel
is shrunk on a cast-iron body with wood felloes between it and the steel to make it
elastic and noiseless, to avoid occasion for the complaints now made with regard to
the sound of tramway car wheels. We prefer to have only one flange down on
each side or at the opposite corners of engines, carriages, or cars, to save power and
friction on the road and turning curves. These flanges when worn out may be
more cheaply repaired than flanges made solid with the wheels.
Our improvements also relate to inaking segments of flanges or flat chilled plates
fixed or adjustable on the tram groove or rail, either by the side of the wheels or in
any convenient part; the said segments or plates may have friction rollers fitted to
them to run in the rail groove, or on the side of the track and turn on centres, and
may have independent springs so that they will not cause jolting of the engines
and carriages when passing over stones in the tramway grooves.
Our improvements also relate to making tramway wheels with grooves, pockets,
or holes, cast in the tread of the wheels, and filling them up with resin and sand,
hard or soft wood, india-rubber, leather, or any other suitable material to increase
the bite of the wheels, and to give the brakes more power over the same, and to
make the wheels noisless; the brake blocks are constructed in like manner. By
this construction the cars or vehicles can be stopped in a much shorter distance
with less power, and wear and tear to rolling stock and road than heretofore. The
said adjustable wheels, flanges, discs, or plates may be applied to gun carriages,
ambulance waggons, and water carts, or carriages of any description to enable the
same to run upon common road, rails, or tram plates, and to be drawn or propelled
thereon by steam, air, gas, horses, or any animal or other power. Moreover the
front and other wheels of engines and carriages are keyed fast upon their axles, and
over the axles a sleeve or tubular shaft carrying the additional wheels, loose flanges,
or the like, can be raised, lowered, and driven, in the manner described at one or
both ends of the engine; or one or two small supplemental wheels e may be
arranged to work between the rail or tram wheels as shown in Figures 16, 17,
and 18; and the same may be raised and lowered as described to lock in any
manner, so that they do not project beyond any of the carrying wheels.
Our improvements also relate to supplemental wheels and other devices which
are brought into position when required, and which when not in use will remain
stationary, and in coming into and going out of action will move in a vertical
direction. The said wheels or devices rotate on a collar with slotted openings d³,
as shown in Figures 7 and 8, to embrace the axle of the driving and other wheels,
and permit their rising and falling vertically on that axle; this rising and falling is
effected by a screw d and worm wheel d³, or other gearing. The supplemental
wheels have teeth f*, and are driven by teeth f on the driving wheel, the said teeth
being preferably mounted on springs.
Our improvements also relate to an arrangement wherein we mount on a
vibrating spring, frame, beam, or lever, the boiler, cylinder, tanks, and other parts
of a locomotive engine. This part of our Invention is illustrated in Figure 9, which
shows in side elevation the application of this part of our Invention to a tram car.
Between the front axle g and fulcrum pins g', and under the frame of the car or
carriage are fixed two brackets g for the ends of the frames or spring beams g³ to
fit between, with holes in them for the reception of the fulcrum pins as near to the
axle as possible; the end of the beam g³ is extended under the car and connected to
the same, and the front wheels of the locomotive are raised from the ground, and

page_text: the weight of the engine boiler and part of one end of the car is brought upon the
driving wheels g of the locomotive. The side rods are extended from the
locomotive driving wheels to the first pair of car wheels, or they may be coupled
by a chain and wheels, and if necessary the hind wheels may be connected to the
front wheels of the car, either by chains, or side rods, or gearing. When solid
flanges are used on the hind wheels we fit the wheels to run loosely upon the axles
for turning curves easily, but our improved wheels above described are keyed fast
on the axle. Between the fulcrum pin and the driving wheels we fix in a spring box
or spring go to sustain the weight of the car, making it more easy and pleasant for the
passengers, preventing the rocking or oscillating now so much complained of by the
public in tramway cars, and the weakening and breaking of the springs. We also
fix a clip g' over the beam g³ to the car frame for it to slide up and down in to
take the side strain when turning on the road. Between the driving wheel and
end of the car platform we have two pins, or bolts or disconnecting gear in the
spring beam as shown at 98, so that when the front wheels of the locomotive are
lowered and the disconnection is made, the engine can leave the car and the
locomotive will then occupy a very short space, leaving the outer portions of the
beam and spring under the car at the point 9 on the spring bearing g³, the steering
apparatus is fixed. We prefer to have a spring beam at both ends of the car in
cases where it is found requisite to turn locomotives round ready for coupling, or
we may make it capable of moving from one end to the other; moreover we make
the said spring beain with the driving wheels nearer to the fulcrum end, as shown
in side elevation in Figure 10, so that it enables us to arrange the driving wheels g⭑
under the frame of the car, and we obtain shorter side rods 9 as well as more
weight of car on the driving wheels by raising the car wheels from the rails by the
action of the spring pin g10; and we may connect the driving wheels and hind car
wheels by side rods or the like. By this arrangement the whole weight of the
locomotive, the car, and the passengers is made available for tractive power.
forge on the end of the said spring beam g³ an inclined projection 9", as shewn in
side elevation in Figure 11, so that when it is run under the car this projection
passes under the axle g12, and by the force of the locomotive raises the wheels and
car clear of the rails, the said axle passing up the incline to the end of the beam, and it
is then secured by a clip g¹³, or the said projection may be carried under the wheels,
and the wheels raised and coupled if required as above described.
We
The said improvements also comprise the placing of the driving wheels at the end
of the spring beam, and bringing the engines nearer to the end of the same than
heretofore, as shewn in side elevation in Figure 12, and in plan in Figure 13, so
that by lifting the car and taking out one pair of wheels, and lowering the car
upon the driving wheels g of the engine in the same horn plates, the engines will be
under the car, and nothing but the boiler and steering wheels will project in
front of the same, the springs and gearing of the car wheels being made use of.
The hind wheels of the car will be connected to the driving wheels g* by side
rods g. In this arrangement of our Invention we employ the cars now in use, and
furnish a steam car without the boiler engines or any parts of the propelling power
placed upon the car, so that during repairs of boiler or engines the said car can be
used in connection with other engines; we thereby effect a saving of rolling stock.
Moreover this arrangement of the locomotives and cars will enable a considerable
saving to be made in making new rolling stock, and will be found very advantageous
for the working of tramways by steam or other similar power.
In Figures 10, 11, 12, and 13, the cylinders 914 and all working parts are fixed
upon the spring beam or frame g³.
Our improvements also relate to fixing in the spring beam, and at the end thereof
adjacent to the cylinders a centre pin h and joint, as shewn in plan in Figure 14, so
that in going round curves the driving wheels, engines, and gearing, will swivel on
the said pin has on a bogie frame. A pin h² is placed over the centre of the
driving axle at the end of the beam 3 for supporting the car, and combined with
a quadrant slot ³ to allow the driving wheels to yield to curves. At the steering

page_text: wheel end adjacent to the boiler the wheels swivel on a lock plate h', and to prevent
their twisting too far round we arrange stop pins h³ in one lock plate, and form a
radius slot h in the other. These wheels may have plain surfaces, and the pins h³
may be taken out of the slot when the car has to leave the rails to run on a
common road. The steering wheels have a universal motion around the bar at the
end of the aforesaid spring beam so that they yield to the inequalities of the road
and take the strain of the axles, and prevent transmission of the effect of vibration
to the body of the locomotive.
Our said improvements also relate to the arrangement of the three cylinder
engine above described on a radius or circular beam i pivoted at i, as shewn in
Figure 15 in side elevation. This engine works up and down with the driving axle
or intermediate shafts upon springs i, and we make provision for the use of high-
pressure steam in low-pressure cylinders when starting or working up inclines, or
when the locomotive and car have to leave the rails and work upon a common road.
This arrangement will enable us to use much smaller engines and boilers than we
could otherwise use, as it requires a comparatively small power after once the car is
in motion. We also use a high-pressure cylinder connected with one crank and a
low-pressure cylinder connected with another crank, and we make arrangements
for working high-pressure steam in the low-pressure cylinder as described, in order
to gain power at starting and going up inclines. We lengthen the link slot of the
link motion, as shewn at a*, Figure 1, beyond the joint where the excentric rods
take hold of the same, so that when the link block is thrown beyond this centre,
we obtain an increased travel of the valves, and the cylinder takes steam for a longer
portion of the stroke than with these links as usually formed. The present rolling
stock of the cars can be worked in connection with the last-described arrangements,
or some of them, without material alteration to the tramway cars now working
with horses. We make the slide valves of india-rubber or asbestos, and fit the
same between the valve face and back plate to keep the pressure from the back of
the valve, and this rubber or asbestos being elastic will keep tight and adjust itself
for wear.
We use for the above purpose a new kind of india-rubber that will
resist oil and heat, and that is now manufactured by Gavin, Thomson, and Company,
of Deptford, in the County of Kent. We make the pump valves and seats of the
same material, or they may be made of asbestos.
Our improvements also relate to the construction of locomotives and steam
carriages with a framing with all the parts of the engines and machinery fixed on
the same independently of the boiler. In road locomotives the boiler is the first part
that gives way or is injured or destroyed. We therefore fix the boiler on the
framing in such a manner that it can be removed and replaced by a new or
duplicate boiler in a few hours. By this system of duplicate boilers kept always
ready, we avoid the necessity of a large capital locked up or lying idle when the
locomotives and steam carriages are stopped simply for boiler repairs, and a smaller
number of locomotives will serve for the traffic than would otherwise be required.
In all these arrangements we carry out this principle. Moreover with locomotives
and the like, where we use multiplying gearing, we employ wood, iron, gutta percha,
vulcanite, and mixtures of rubber or the like, and iron together, to prevent noise,
or any elastic material may be fitted to the teeth of the gearing to work with iron,
we may also use the same for road grippers for road locomotives. And we adapt
the vibrating framing and spring beams for carrying engines, boilers, shafts, and
axles, all connected and mounted on springs, so that the centres are always correct,
let the roads be ever so uneven, and saving friction, as the cylinders, shafting, and
other parts are always lineable and true with each other even if lying sidewise.
Air or gas or other source of power may be used in connection with the above im-
provements, and the engines may be horizontal, vertical, or inclined to any desired
angle. This part of our Invention, which is illustrated in Figures 16, 17, and 18,
includes an improved locomotive especially designed for use on steam tramways,
and which may either bear or not bear the weight of the cars to be moved thereby.

page_text: Figure 16 is a side elevation; Figure 17, a partial plan; and Figure 18, an end
elevation of this part of our improvements.
We construct a framing j, and fix centrally on the same, at each side, the steam or
compressed air cylinders j¹ central between two pairs of driving wheels 2 which are
fixed on the said frame. The pins j³ in the guide blocks j and in the crank pins j³,
in the driving wheels, are all central, so that two connecting rods from each cylinder
are connected to the two driving wheels on each side of the locomotive as above
described. This arrangement enables us to bring the whole of the cylinders and
valve gear inside the framing, and connect it with the driving crank pins outside
without side rods as heretofore. At the ends of the frame we place a single steering
wheel e, as above specified, with a worm wheel e¹ and worm e² turned by the hand
wheel e³ for steering; the same worm and wheel serves for raising the wheels from
the ground by taking out a key. The piston rod j*, at each end of the cylinder, is
connected through the arm jxx to the guide bar in which is fixed the pin j³, or the
arrangement of the hollow piston rod above described may be substituted for the
same.
The boiler's power, accumulators, steam, and smoke consumers or burners, will be
herein-after explained. The exhaust steam will pass from the high-pressure cylinders
through a heater, then into low-pressure cylinders into air surface condensers,
then into the tender or tanks if found desirable, and then through chambers and
other connections to be burnt or decomposed as above specified. Or we may adopt
an arrangement for supplying in any manner to the exhaust steam as it leaves the
cylinders cold water, and the portion of this steam not condensed is taken to the
decomposers or burners. Under the seats of the car we carry water for condensing
purposes and supplying the boiler by means of elastic pipes connected as required.
Our improvements also relate to the construction of a road locomotive for goods
or mineral traffic on railways, tramways, and common roads, also for the construction
of tramways, or railways, docks, fortifications and the like.
Figure 19 is a sectional end elevation of this part of our Invention.
The engines and gearing are carried above or below the boiler k. The road driv-
We use sup-
ing wheel and the rail driving wheel k¹ are of large diameter.
plemental rails or shoes in connection with the road wheels * of the locomotive
and the carriages drawn by the same. The adjoining shoes are connected by links,
and there are teeth on the peripheries of the wheels to take into teeth in the said
shoes or supplemental rails, and prevent the slipping of the driving wheels on the
rails. When the supplemental rails or shoes are not required, by removing the pin
or pins connecting one link or a pair of links to one of the shoes the supplemental
rails or series of shoes will fall off, or they may remain on when the engine is on the
rails, the engine then driving with its rail wheels, and when it arrives at the journey's
end, it will be ready for travelling on the ground or common road.
The said improvements also relate to means for keeping the teeth of pinions on
the driving shafts, and the teeth on or giving motion to the driving wheels at the
proper pitch or depth. For this purpose the axle of the driving wheel and the
driving shafts are pressed together by springs provided with means for adjustment
to compensate for wear or otherwise when required. For mountainous countries or
inclines, the boilers are suspended on trunnions and adjustable. On this class of
engine, when required for lifting purposes and carrying weights from place to place,
we use the arrangements or some of them described in the Specification of the said
former Letters Patent, dated December 4, A.D. 1861, No. 3045.
Our improvements also relate to the construction of a high and low pressure
trunk engine. This part of the said Invention is illustrated in Figures 20 and 21
in horizontal section. The high-pressure cylinder and low-pressure cylinder 1, 1,
with the connecting rod 12 attached are arranged end to end, and the cubical
contents of the trunk pistons and lower steam chest are so adjusted as to amount to
one-fifth of the cubical contents of the low-pressure cylinder. Hence the steam is
expanded five times; the chest 13 connected with the low-pressure cylinder may be

page_text: arranged to be used as a partial superheater. The steam is admitted to the low-
pressure cylinder from the high-pressure cylinder through the passage 1x in the
same, and trunk 1xx to the end of the low-pressure piston; this engine is simple as
there are no parts liable to become deranged, no glands, stuffing boxes, or slides are
required, and all parts are readily accessible. Steam is admitted to the high-
pressure cylinder through the port in the same.
The said improvements also relate to the lubrication of the crank pins, rods, and
other parts of steam engines, and the saving of the oil or other lubricant; this part
of the said Invention is illustrated in Figures 22 and 23.
Figure 22 is a vertical section of the lubricator as used for shafts, spindles,
and the like.
Figure 23 is a similar view of the lubricator as applied to connecting and reci-
procating rods of every description.
We make the oil cups m with a small ball m¹ at the lower end, see Figure 22,
running in contact with the part requiring lubrication; this ball is formed of metal
preferably a metal that will melt if the shaft or other part gets hot, or of glass or
suitable elastic material; or I may use a small plug of fusible metal in the place of
the said ball. The ball may be secured by a pin that allows it to work slightly
up and down, so that as the shaft, rod, or other part moves the ball and allows &
small portion of the oil to pass to the parts requiring lubrication, and when not in
motion no oil can pass the ball as it comes to its seat. When metal or glass balls
are used we provide them with elastic seats. We place balls at the bottom of tubes
or rods, or small wheels fitted to run on the parts required to be lubricated, and in
the tube we place sponge or other filtering material to filter the oil before it has
access to the bearing. When we make the bodies m² of glass we enamel the glass
partly around the same, as shown at m, to reflect and shew the contents clearly
we also enamel the tops or covers m³ to admit light into the cups and other parts.
When the balls do not touch the parts requiring lubrication, as shewn in Figure 23,
the connecting rod or other part to which the lubricator is attached causes the balls
to move and allow the oil to pass. Or a small rod is carried from the top side of
the ball m¹ to the top of the cup, can, or vessel, and the top or bottom is made
elastic, and by pressure with the hand or otherwise the elastic ball inside is pressed
and opens the outlet for the discharge of oil to the parts requiring lubrication.
We also make the bodies of oil cups, cans, or vessels of india-rubber or other elastic
material, so that by the pressure of the hand or otherwise the oil will drop or flow
out as required. Asbestos balls, or valves may also be used for these devices.
For oil and tallow cups we arrange elastic balls and seats at the top and bottom
for lubricating the cylinders and slide valves for the supply and delivery of oil or
tallow by the pulsation and condensation of the steam; this part of the said
Invention is illustrated in Figures 24, 25, 26, and 27.
Figure 24 is a vertical section of a lubricating gravity cup for slide valves, pistons,
and rods; Figure 25 is a similar view of a regulating cup; Figures 26 and 27 are
similar views of modified forms of the said cups.
We make the bodies m² of stout glass partly enamelled at m*, so that the action
may be seen. For recharging and for forcing lubricating materials and clearing the
pipes or passages for it to pass to the cylinders we fit a hollow plug at the bottom of
the grease cock, and in the stem or shank of the plug we fit a plunger, so that when
the plug is turned round with the hollow part full of oil it mixes with the steam on
its way
to the slide valves and pistons. The elastic ball mo, Figure 24, is acted
upon by the steam and regulates the supply of the lubricant, and a ball me at the
top of the tube m' is arranged for charging the cup and regulating the supply down
the said pipe. In Figure 25 the ball m³ and rod m³ regulate the supply; m³ is a
strainer for retaining foreign matter. The cock mo in Figure 27 is for regulating
the supply and drawing off the water.
Our improvements also relate to locomotive or similar boilers in which the front
of fire-box casing is circular, and the upper part above the horizontal barrel has the
same diameter as the shell of the boiler to a height of about three feet to form a

page_text: reservoir or accumulator for steam at a great pressure; this part of our said inven-
tion is illustrated in Figures 28 and 29.
Figure 28 is a vertical section of a locomotive boiler constructed according to this
part of our Invention; and Figure 29 is a horizontal section of the same.
The front of the fire-box n has the same shape as the casing n³, and extends
round in one plate to avoid the use of rivets in the part exposed to the fire and to
render it strong; this part extends to the tube plate n² which is flat. The barrel
part n is about half the usual length, and tubes n extend from the fire-box to the
smoke box or combustion chamber n³, and other tubes no extend back from the
front tube plate n² in the smoke box to the front of the boiler casing; the latter is
of the same width as the boiler casing; over the fire-box and is a smoke box n
and chimney; and another chimney is fitted over the smoke box or combustion
chamber, and both chimneys are furnished with valves, so that they can be worked
together or separately. Thus the barrel of the boiler is nearly filled with tubes
and in working is filled with water, thereby ensuring a large quantity of water over
the fire-box when the engine is on an incline. The object of this part of our
Invention is to produce a boiler with large heating surface, and steam and water
capacity to bear a pressure of at least 200 lbs. per square inch, and which will have
a deep fire-box so that a great depth of fire can be carried in as short a space as
possible, and so that the engine can travel a considerable distance without requiring
attention, water being supplied to the boiler at intervals gradually as herein-after
explained. Our object in having a great pressure at the starting of the engine is
to work expansively, and when the steam has worked down, say to 50 lbs. pressure
the locomotive can still do its work, so that we have a boiler with which when
arrived at the journey's end, and during stoppages we can store up the steam,
thereby accumulating power at a very slight cost, and without frightening horses or
causing any other nuisance in the streets.
Our improvements also relate to means for storing up the surplus steam in place
of blowing it away either into the fire or into the atmosphere. For this purpose we
use receivers round the boiler shells of any shape; or separate vessels are fixed upon
locomotives, steam carriages, or upon the vehicles drawn thereby with water in
them. These pressure receivers or accumulations of power can be raised to the
desired height by steam from the locomotive boiler before starting, and where the
steam is exhausted from them the boiling water can be fed to the boiler. These
vessels may have the heat passed through them from the boiler furnace to further
increase the power, and water is to be fed to the vessels previous to the admission of
steam into them.
Our Invention also relates to further improvements in the apparatus described
in the Specification of former Letters Patent, dated A.D. 1860, No. 1180, that
is to say, to steam boilers and superheating apparatus, and consists in making
the chambers or retorts o of fire-clay or plumbago or other material that
will bear a great heat, instead of copper as heretofore, as shewn in Figures 28
and 29, and the chambers or retorts are made of various shapes to suit different
boilers, and with bosses or sockets o¹ on them for connecting tubes or pipes. The
joints are made with fire-clay or red lead and cast-iron borings or other suitable
material. If the connections are metal we roughen them on the exterior, and cover
them with the material used in the construction of the chambers to increase their
durability; or they may be made of or covered with asbestos. We place one in
the chimney combustion chamber or smoke box, as shewn in Figure 28, and one or
more in the fire-box above or in the fire, and they are connected with pipes o²
passing through the smoke or draught tubes of the boiler and connections, and by
other tubes o extending from the chambers in the fire-box to chambers 04, 0³, under
and on the fire-bars. The exhaust steam after leaving the condensers or cylinders
passes into the chambers in the chimney or the smoke or combustion chamber, and
then through the tubes o² in the fire draught tubes into the chambers in the fire-
box, and then under the bars; or the fire-bars being hollow the steam or air is
blown through a rose spreader nozzle oº, or in an open or solid jet by an improved

page_text: valve up into the chambers o³ standing upon the fire-bars. These chambers, shown
in Figure 28, and in vertical section and plan in Figures 30 and 31, have slots or
holes in them for the escape of the steam or air into the fire, where it is to be burnt
to create a draught and consume the gases and smoke in the fuel. A jet of steam
or a blower may be caused to send a current of air into the chambers of standing
on the fire-bars, and into the body of the fire. When the exhaust steam is taken
from the chambers in the fire-box for various purposes, such as sending it into the
boiler to mix with the steam or water, or into the aforesaid vessels or water tanks
by pumps, injectors, or other appliances, we fit cowls or trumpet-mouthed pipes to
tight-fitting ash pans or chambers made adjustable to catch the currents of air to
pass up through chambers into the fire. The air chambers standing on the fire-
bars may be of cast iron covered with fire-clay or the like, or made entirely of fire-
clay or similar material; when red hot they will burn the gases and smoke. When
the chambers in the fire-box, smoke box, or other part of the boiler are made of
metal we cover them with the aforesaid materials to preserve them, and cause them
to act as smoke burners, and while steam is being generated they are connected by
suitable valves to the steam and water space of boilers to increase their heating
surface and preserve them, as shown at p, Figure 1. These arrangements may be
applied to feed water heaters; part of the exhaust steam may escape through the
said chimneys and chambers, or the whole may pass in either direction.
Our improvements also relate to making fire-bars of fire-clay, asbestos, or the
like, in parts or segments, hollow, or with chambers and partitions through them
for air, and the exhaust steam can be taken in them to be burnt and pass into the
fire. The air chambers or caps may be made solid on the said bars, or perforated
fire-bricks or ordinary fire-bricks with air spaces may be used for the fuel to burn
upon; or we may arrange a jet of steam in front of the hollow dead plate q to
carry or drive the air through the hollow bars q into a hollow bridge q² and
chambers q³, and then through the perforations in the said chambers into the fire
to consume the smoke, keep the fire-bars cool, and preserve them. This part of the
said Invention is shown in Figures 31ª, 31b, 31°, and 31d.
Figure 31a is a longitudinal section shewing the arrangement of this part of my
Invention.
Figure 31b is a horizontal section of one of the fire-bars.
Figure 31° is a cross section of the same drawn to an enlarged scale.
Figure 31d is a cross section of the side chamber.
Our improvements also relate to a flue or flues or combustion chamber between
the fire-box and tube, or tubes and smoke boxes. In these flues or in the com-
bustion chambers we fit a steam and smoke burning chamber of any shape; this
device is applicable to locomotive or other boilers. Or we may carry a flue or
large tube the whole length of the boiler, and in this flue or large tube we place
tubes from the chimney end over the top of fire in the fire-box to the front plate
of fire-box, connecting them to the water space of boiler, so that they will be water
tubes and the heat play all round them. We sometimes place the chambers for
smoke and steam combustion around the tubes to cause heat to impinge on the
tubes and to be driven into the centre of the same. Tubes or draught holes may
pass through the chambers, the water tubes may be arranged crosswise in the flue
or tubes, and the said flue may have a circular or other shape.
at
Our improvements also relate to vertical boilers for steam cars or carriages. This
part of the said Invention is shewn in Figure 32, which is a vertical section of a
boiler constructed according to this part of our Invention. We arrange a row of
vertical tubes r round the inside of the fire-box 1 connected with a chamber
the top and bottom ends of the same; these chambers are connected to the water
spaces of the boiler. We use this arrangement on locomotive boilers, and the same
arrangements for burning steam and smoke as above described are provided. In
the top of the said chamber we place a regulating valve with long conical per-
forated pipe in the chimney or up-take to regulate the exhaust steam or air, and
distribute it in a fine spray to ensure its being more effectually burnt; we also

page_text: form the fire-box entirely of tubes, and fill in the outside with fire-clay, and over the
clay we place a band of hoop iron to keep it in place. From the crown plate we
extend the draught tubes to the top of smoke box, which we cover with water to
prevent the burning of the tubes at their top ends. With this arrangement the
expansion will always be equal and the tubes tight, which is not the case when the
upper ends of the tubes are in the steam space. Over the top of the said tubes we
place a smoke box, and in the upper part of the same we carry about four inches
of water, the remaining space being for steam. This smoke box or chamber we
connect with the water space of the boiler and pass a flue tube through it to form
the chimney. From the crown of the fire-box we suspend tubes or chambers inside 1
the same connected with the water space of boiler or the exhaust, so that steam may
be passed through said tubes. To prevent the burning of the ends of the boiler
tubes we cover them with ferrules or caps of asbestos.
Our improvements also relate to means for preventing the burning of fire-box
crowns, flues, or sides of fire-boxes and flues or boiler tubes, if the boiler should be 1
short of water, or stands on an incline, or from incrustation, or otherwise. This
part of our said Invention is represented in Figures 33 to 38. Figure 33 is a
vertical section of the plug with fusible ball fixed in the crown of a locomotive
fire-box.
Figure 34 shows the arrangement of four fusible balls within the said plug.
Figure 35 is a vertical section of a Cornish boiler, shewing fusible ball applied to
the top of flue and arrangement on outside of boiler for dropping fusible balls to
seats.
Figure 36 shows the plug in Figure 1 applied to a locomotive fire-box.
Figure 37 shows the plug arranged in connection with a low water detector and 2
alarm.
Figure 38 shows the same applied to a Cornish boiler.
We fix over or at the side of the fires-boxes or flues metal or other seatings & fitted
with fuisble balls or valves s¹, which act as back-pressure valves; and should these
fuisble valves melt from any cause we can replace them with the full pressure of 3
steam and the water and fire in the boiler as follows, that is to say-On the
seating s inside of boiler we screw a pipe or chambers over the fusible valves with
trumpet-shaped top carried up close to the top of boiler; and over this pipe on the
outside of the boiler we fix a hollow plug, cock, or valve s, and in the hollow part
of the same we place a fusible valve or ball 8. And when the fusible valve s¹ in 3
the boiler melts, the hollow plug is turned round with its opening toward the inside
of boiler, and the fusible valve 8 drops down the pipe to the seat 8, and the boiler will
then be in working order again immediately. When the fusible plugs as ordinarly
used melt there is no method of replacing them without drawing the fire and
blowing off the steam and water to permit admission to the boiler, causing great
delay and obstruction in the streets on steam tramways, and stoppages of loco-
motives on railways. In boilers however used, and to serve as a signal that the
water is becoming low, we place in the boiler over the seating a fusible valve, and
over this fusible valve near the top of same we carry up a pipe or chamber through
the top of boiler with an air chamber. In Figures 37 and 38 there is a hollow
plug, cock, or valve fixed on the top, with a fusible ball valve placed in and on the
top of the cock, and over this fusible valve is fixed a whistle or other alarm 86. Up
the tube 87 the water is driven by the action of the steam, and when the water
falls below the end of the tube 88 in the boiler the steam takes its place and melts
the fusible ball 8º and sounds the alarm; and should this warning receive no
attention, or the feed water connot be supplied to boiler by reason of defects in the
pumps or injectors, and the. second valve or plug s¹ should melt before the water
feed operates; by taking out the screw in the end of the hollow plug another fusible
valve can be dropped down the pipe, as above described; and then one is fixed in
the valve on the top of the pipe outside the boiler without a single joint having
been broken. We thus ensure more certainty of the melting of the fusible valves
at the exterior of the boiler than has heretofore been practicable.

page_text: We fix a steam circulating pipe in the interior of the tube or on the outside of
the same.
The outside fusible valve and dropping gear can be fixed on the front
of the boilers and still communicate with the one on the crown of the fire-box or
flue for renewal of same. Or to save the fusible ball or valve outside the boiler
and still indicate the fall of the water before the fusible valve melts over the fire
we make a fusible stem with a fusible ball or valve at each end, one fitting on the
seat over the fire, and one fitting the hole or seat in the crown of the boiler or seat
of valve, with a whistle on the same, so that when the joint is made it presses the
balls tight between both seats; and as soon as the fusible ball nearest the fire
begins to melt it releases the top one from its seat and gives the alarm, and should
the water not be raised in time to prevent the melting of the plug entirely away
the fusible stem will come through the hole and melt away until the top ball comes
on the seat, and if the latter should also melt before the water rises, another one
can be dropped in as described. The plug of the valve or cock will have to be
unlocked before the sound or alarm can be stopped.
The fusible valve should be changed about every three months, as they may
become calcined, so that they will not melt by opening the valve or cock and
passing down a sharp pointed rod, and forcing the same into the fusible ball the
latter may be lifted out and another one put in, and the old ones remelted. Or the
balls may be dropped by means of two ordinary cocks in a length of pipes by
shutting one cock and opening the other.
When the dropping apparatus is not used we make the top end of seating that
carries the fusible ball valve or disc conical to form a seating, and the tube over the
same has a seating made at the bottom end. This part of our said Invention is
shewn in vertical section in Figures 39 to 43, which show various forms of this
part of our Invention. This tube t is fixed on the top of the boiler shell in a
stuffing box or a boss t¹ with a screw thread in it. On the outside of the pipe t is
fixed a hand wheel for turning the pipe round and lowering it on the seating of
the fusible ball t³, and so cut off the steam and water acting upon the said ball.
This ball can then be taken out and replaced by a new one. By this contrivance
any of the ordinary fusible plugs now in use can be taken out and replaced with
fire, steam, and water in the boiler, for if the top of the fusible plugs should be
hexagonal, square, or similarly shaped, a box spanner, as shewn in Figure 39, can
be put down, the tube and the plug unscrewed, and lifted out for repairs or
otherwise.
Another great advantage obtained by this arrangement is as follows, namely: -
If the fusible part melts from shortness of water or other cause when the fire is
sufficiently damped to prevent injury to the plates the pipe t can be screwed down
on its seat or plates like a stop-cock and prevent the escape of any more steam or
water from the boiler. The upper end of the pipe may have the dropping gear
fitted on as above described, or an ordinary plug or cock and a disc or valve of
metal, see Figure 44, is so fixed on the flue or fire-box that it will give way and let
the steam escape when the pressure becomes excessive, and thereby prevent
explosion. The same arrangement may be used for replacing the disc or valve as
described for the fusible plug.
According to another part of our Invention we fix in the sides of fire-boxes flues,
and in the fires fusible plugs 810, as shown in Figure 37, to melt and give warning
when the boilers require cleaning, and prevent their being burnt and ruptured.
Moreover, we have holes or slots in the boiler tubes fitted with fusible metal for
the purpose above described, And we place hollow stays in the locomotive fire-
boxes. We also fix on the end of a pipe a float, and on the top of the same the
aforesaid fusible arrangement and dropping gear; we also fit on the spindle a valve
working over ports to sound a whistle when the water stands at various heights,
and we provide an external index pointer and plate engraved with the various
levels of water in the boiler. This float tube has stuffing boxes, and the tube is
kept tight by a piston in the same working in the tube with oil in it; or oil is

page_text: .
furnished to the piston, which is connected with grooves or holes to keep it steam
tight and free from friction.
The spindles of the dead weight safety valves and the ordinary safety valves are
connected with the levers forked to work upon centres on the outside of hollow
spindles. Or the stop valve spindle is made hollow, and fusible dropping gear is
fitted on the top; and on the side of the same we fix a pressure gauge and heat
gauge, so that one connection to the boiler serves for all of these fittings.
Furthermore, over the top of the excessive pressure valve we arrange a pipe
which extends to the furnace crown, or to the front of the boiler, so that when the
steam raises the valve it blows on the fire and damps it, thereby preventing the
rising of the steam any higher, or waste of the fuel; and on the spindle we mount
the fusible and other gear, or we place over a dead weight or safety valve a spring,
so that it can be screwed down, like an ordinary spring balance, to the required
pressure. The said spring is protected by placing it in a box filled with oil to keep
it from corroding by the steam, and the safety appliances are fitted to it as
described.
Our improvements also relate to new and efficient water gauges to show correctly
the position of the water in the locomotive and other boilers, and prevent the
melting of fusible plugs and the destruction of the crowns of furnaces, and any
misapprehension as to the height of water in the boiler, as may happen with
ordinary gauges. The said improved gauges are constructed and applied as shewn
in Figure 45, which is a vertical section of one of the said gauges applied to a boiler.
A hollow conical plug cock u with stuffing box is provided, and we form two
stuffing boxes u¹, u, to receive the gauge glasses u³, ut, one to extend upward in
the usual way and the other downwards; and at each of the ends of these glasses
we fix a stuffing box us, u, with screw valves or plugs u³, us. With the ordinary
water gauge now in use the water disappears at the nut of the bottom stuffing box,
and the height of the water cannot then be ascertained; but with our improved
gauge the water as it disappears in the top glass appears in the lower glass. This
gauge, provided with the upper and lower glasses, answers the purpose of two sets
of water gauges, as if the top glass breaks the cocks are shut off, and the bottom
glass remains in use or in working order until a new top glass is put in; or if the
bottom one breaks the top one is used till a new bottom glass is put in. The said
gauge can be so fixed on the boiler that the two glasses are only equal in length to
one long one. It will not be more expensive or more liable to break than ordinary
gauges.
We may also make a water gauge, as shewn in vertical section in Figures 46 and
47, in which one movement shuts off the gauge when the glass breaks.
Our improvements, as shewn in vertical section in Figure 48, also relate to the
employment of india-rubber or other elastic ball valves, or stems or shanks with
india-rubber fitted on them, and metal or glass valves with elastic seats, so that they
do not corrode with these valves if the glass breaks; the valves will close and shut
off the steam and water from the boiler, and prevent the attendants being scalded
in shutting the cocks.
Our improvements comprise the use of a material that will not corrode and is
elastic, so that if any grit or scum gets on the valves or seats, the same being elastic
will cover it, and still be tight. To prevent the sticking of any matter in the plugs
we form oil reservoirs around or upon the shells of the cocks, or in the plugs with
holes to conduct the oil to the plugs, taking care to keep them tight, and in working
order. We also construct water gauges with a small glass tube v enclosed in a
barrel or tube v¹ of stout glass of about three times the diameter of the inner tube,
as shewn in vertical section and horizontal section in Figures 49 and 50, to protect
the small one, and keep it at an equal temperature, so that it shall not be liable to
break from exposure to unequal temperatures. If the centre glass tube should break
the large or outer tube will retain the water, so that the gauge will continue to act,
or a metal tube or frame may be used glazed with a glass lens, and provided with

page_text: reflectors; or in place of a glass tube for the centre or outside we may use a mica
tube, or a tube or tubes made of any transparent material.
We sometimes fix the glasses of water gauges in telescope stuffing boxes or in
slides, or with any suitable mechanical contrivance for raising or lowering the glass
to find the level of water, in place of having two glasses, as described.
We sometimes place the bottom gauge cock lower down than hitherto, say, three
or four inches below top of flue or fire-box, and on the top of the nut of stuffing
box. We carry up a tube, as shewn in Figures 51, 52, and 53, with a hinge joint
at w, which may be opened to permit the water to be seen when it has fallen below
the top of same; or a ferrule is so fitted on that it will not touch the glass, as the
glass is liable to break if in contact with metal. This arrangement, though con-
venient in some cases, has not the advantage of the double glass. We may also
arrange a lamp on the gauge or boiler for use at night or in dark places, and use
enamelled sheet glass, iron, or any material for top and sides of lamps to throw
the light down and outward on the water gauge and other fittings; and in the
daytime this enamelled portion will act as a reflector for the water gauges. Or
enamelled tubes or strips of glass may be used round the body of lainp for reflectors.
We also use enamelled glass to throw light on the engines and boilers in their
compartments for night and day; we also fit on the top of water gauges a small
safety valve and whistle to act as a sentinel over the large ones, as shewn in Figure 45.
Our improvements also relate to measuring the feed water supplied to boilers,
and to the means for feeding the same, so that when locomotives are standing in
the streets or on tramways, the boilers can be supplied with water without injectors
or pumps. This part of our Invention is represented in Figures 54 and 55, which are
vertical sections of two different arrangements for carrying this part of our Invention
into practice. We arrange a chamber or small tank in the tender or in the tanks
of engines, and provide a gun metal or brass seat c¹ in the top and bottom of the
said chamber or tank, and india-rubber or elastic balls x2 are fitted to these seats,
and connected by a rod provided with a lever. The outlet of the tank at the
bottom is connected to a check feed valve on the boiler, and the top outlet ³ is
connected to the tender or tanks, and the opening x is connected to the steam
space of boiler by means of a cock, so that by opening this cock, and at the same
time lifting the rod with the elastic ball valves upon it, the valve at the top
closes on its seat before the steam is blown into the tank to prevent the blowing
of the water back into the tender or tank, or source of supply. It will be under-
stood that the water in the small tank will be sent into the boiler, and by closing
and opening the feed cock continues to feed the boiler. Any well-known registering
or counter gear can be fixed to the cock, lever, or rod to indicate the quantity of
water used; or this portion of our improvements may be carried into effect with
one ball or valve fitted between double seats x¹ in the body of the shell, as in
Figure 54. Between the seats are ports or passages as to let the water pass into
the receiver from the source of supply into which steam is conducted, as above
described. When steam is not used a small elastic ball is used at the top to
admit the air and drive out the water for any purpose.
Valves and seatings may
be used, as above described, for the water gauges that will not corrode the chambers.
We prefer to use bottle-shaped necks for these gauges, as the steam or air entering
the contracted opening has a better effect than with other forms of necks on the
fluid to be discharged. When the bodies are made of glass we partly enamel them,
as described in reference to the oil and tallow cups.
For the check valves, near the boilers where the feed water enters, we use the
same kind of valves and seatings, as above described. By this arrangement should
the attendant forget to open the valve and the feed is acting the elastic valve will
yield and allow the water to pass into the boiler, and thereby prevent bursting of
the pipes. We use the same kind of valves and seatings for safety valves and stop
valves. This part of our Invention is shewn in Figures 56 to 60.
Figure 56 shows in vertical section our improved safety valve; Figure 57 shows
a modified form of the same.

page_text: Figure 58 shows part of a stop valve provided with an india-rubber ball encased
by metal at the top side of seat.
Figure 58 shews a modified form of the said stop valve.
Figure 59 is a vertical section of a safety stop valve constructed according to
this part of our Invention; Figure 60 is a modified portion of the same.
In Figure 59 the stop valve y is shown closed. When the pressure below the
valve 7 overcomes the force of the spring y¹ the steam passing up through the said
valve can escape through the outlet passage y² to a whistle or escape pipe. When
the valve y is opened to allow steam to pass to the cylinder by the passage y³ the
small valve y closes the aperture y²; but if the pressure of the steam becomes
excessive the aperture is again closed by the moving of the said small valve.
We also use india-rubber or other elastic material between a safety valve and
lever or weight or the power applied on the metal safety valve, so that there will
always be a part to yield when the pressure exceeds certain limits.
We also apply india-rubber balls or elongated pieces of india-rubber z between 1
the weights of dead weight safety valves, see Figures 56 and 57, to form a spring,
and the gun-metal seatings are fitted over a fillet or ring cast on the valve box
instead of inside to allow the gun-metal seating to expand, so that it will not jam
the valve, as it would be liable to do when fitted inside. Over the top of the safety
valve there is a dome or bell mouth, so that at the moment the valve lifts the steam
strikes the said dome, and causes the valve to lift very quickly, and makes it more
sensitive. This arrangement is applicable to all kinds of safety and relief valves.
We also make hollow seats of gun metal y* (Figure 58ª) to fit on the india-rubber
balls or half balls, or elongated pieces of rubber, so that the metal seatings will fit
on the seatings in the body of the cocks or valves, and the metal seatings have
shanks or stems to pass through the centre of the india-rubber with threads on the
ends for nuts to fit on for drawing valves off their seats to open them for blow-off
cocks or valves with a straight bore through them. We fit an india-rubber ball
between the two valves or discs, so that when screwed into their place the ball is
pressed and expands the discs or valves upon their seats or faces, and when more
pressure exists than is required the india-rubber yields and allows the steam or
water to escape; or we make the valve entirely of india-rubber. We also use the
same devices for cylinder cocks and the like, as shown in Figures 61, 62, and 63, and
also use india-rubber or asbestos balls for plugs of cocks, and we use asbestos for
the shells of cocks, or use cocks lined with asbestos for the ball to work in; or
around the hole or slots in the cock, plugs or shells we place soft packing of any
kind to prevent leaking; this packing can be easily replaced when worn out. By
this construction we obviate the necessity of forming plugs and barrels for these
fittings. When we use india-rubber or asbestos balls for cocks we place a ball on
the outside of the spindle, to form a spring to keep the inside ball on its seat and
to act as packing to keep the spindle tight on the outside, thereby obviating the
necessity for a stuffing box.
The material we call india-rubber, and which we use for the above purpose, is a
new compound made by Messrs. Gavin Thomson, of Deptford, as above described,
which is not affected by oil or grease, and which will bear a very high pressure of
steam and a great heat.
Having thus fully described our said Invention, and the manner of performing
the same, we wish it understood that we claim the various improvements above
specified, and for the purposes set forth, that is to say,-
First. The improvements relating to guide bars on locomotives, compound or
three cylinder, or other engines and pumps, as above set forth.
Secondly. The improvements relating to the front driving wheels of locomotive
engines or steam carriages and the road carrying wheels or other wheels, or the
supplemental rings with teeth, claws or the like, and the adjusting, driving and
connecting gearing, as above set forth.
Thirdly. The improvements relating to the rings, flanges, segments of flanges, or
flat chilled plates with friction rollers, with independent springs, and actuated in

page_text: the manner specified, and so arranged or applied that the engines and carriages can
leave the rails without additional wheels, as above set forth.
Fourthly. The improved construction of the tramway-engine and car wheels to
render them elastic and noiseless, and with grooves, pockets, or holes made in the
treads of the wheels, as above set forth.
Fifthly. The sleeve or tubular shaft fitted over the axles of the front wheels of
engines and carriages for carrying the additional loose flanges and the like when the
driving or first-motion wheels are keyed fast upon their axles, and raised, lowered,
and driven, as above set forth.
Sixthly. The improvements relating to the raising, lowering, and carrying of the
supplemental wheels, flanges, rings, and the like, in a vertical direction, and their
arrangement in such a manner that when not in use they will remain stationary, as
above set forth.
Seventhly. The improvements relating to the spring, frame, beam, or lever
carrying the boiler, engines, tanks, condensers, and other parts of a locomotive
engine, and the raising of the front pair of wheels from the road or rail when the
locomotive is connected to the car or carriage, and connecting the bar wheels with
side rods or chains, and the locomotive wheels in front of the car and the dis-
connecting devices, all as above set forth.
Eighthly. The improvement relating to the driving wheels arranged near the
fulcrum end of the spring beam and the connection of the hind car wheels to the
driving wheels by side rods or the like, making the whole weight of the locomotive,
the bar, and the passengers available for tractive power, as above set forth.
Ninthly. The construction or arrangement of the inclined projection at the end
of the spring beam for raising the bar and wheels clear of the rails, as above set
forth.
Tenthly. The arrangement or placing of the driving wheels at the end of spring
beam in the place of one pair of car wheels, as above set forth.
Eleventhly. The application or arrangement of the centre pin and joint in the
spring beam adjacent to the cylinders and the quadrant slot at the end of the spring
beam over the axle for the car to rest upon, as above set forth.
Twelfthly. The improvements relating to the swivelling, steering, or front wheel,
and the stop pins to prevent the twisting of the wheels too far round, and forming
the wheels with plain surfaces to run on rail or common roads in combination with
flanged wheels of a locomotive or steam carriage, and the universal motion round
the end of bar at the end of the spring beam or frame, as above set forth.
Thirteenthly. The three-cylinder engine mounted upon a radius or circular beam
walking up and down with the driving axle or intermediate shafts, either with or
without springs, as above set forth.
Fourteenthly. The improvements relating to the employment of gutta percha,
india-rubber, vulcanite, or mixtures of rubber and the like, to work with toothed
gearing in the streets for tramway locomotives or steam cars, and for road grippers,
as above set forth.
Fifteenthly. The improvements relating to the placing of the cylinders central
between the two pairs of driving wheels and connecting the two driving wheels
with two connecting rods to the pins in guide blocks of each cylinder, and the
double ended piston rod with guides and connections, as above set forth.
Sixteenthly. Providing the aforesaid engines with the worm wheel for steering
and raising and lowering the wheel or wheels, as above set forth.
Seventeenthly. The improvements comprising the construction and arrangement
of a locomotive to work upon common roads, railways, or tramways, with road-rail
and tramway wheels, or supplemental flanges, rings, or the like, driven with
multiplying gearing, and supplemental rails or endless railway connected with links
applied to the road-carrying wheels, and the method of preventing the slipping of
the driving wheels, as above set forth.
Eighteenthly. The construction of the high and low-pressure trunk engine, as
illustrated in Figures 20 and 21 of the Drawings, and as above set forth.

page_text: Nineteenthly. The improvements relating to oil cups and similar apparatus, as
illustrated in Figures 22 and 23 of the Drawings, and as above set forth.
Twentiethly. The improvements relating to locomotive and vertical boilers and
the asbestos, ferrules, or caps, as illustrated in Figures 28, 29, 30, 31, and 32, of the
Drawings, and as above set forth.
Twenty-firstly. The improvements relating to the decomposing and burning of
the exhaust steam and smoke and the employment of materials such as fire-clay,
plumbago, asbestos, or the like, that will bear a great heat, as above set forth.
Twenty-secondly. The improvements relating to the storing-up of the surplus or
exhaust steam and passing heat from the boiler furnace, and feeding the boiler, and
passing the exhaust steam from condensers or receivers into the decomposers, and
burning the same, as above set forth.
Twenty-thirdly. The combination of parts comprising the fire-bars, dead-plate
bridge, and chambers with steain jet for burning smoke, as shewn in Figures 31ª,
to 31d, of the Drawings, and as above set forth.
Twenty-fourthly. The improvements relating to oil and tallow cups with enamelled
glass bodies, as shewn in Figures 24, 25, 26, and 27, and as above set forth.
Twenty-fifthly. The improvements relating to the prevention of the burning of
fire-box, crowns, flues, or sides of fire-boxes or tubes, and the low-water detector
provided with fusible valves, or the like, and the method of replacing them
after melting with the steam, water, and fire in the boiler, as shewn in Figures 33
to 44 of the Drawings, and as above set forth.
Twenty-sixthly. The improvements relating to water gauges provided with a
safety valve and whistle to act as a sentinel, and with lamps and the like with
enamelled glass to act as reflectors, as shown in Figures 46 to 55, and as above set
forth.
Twenty-seventhly. The improvements relating to the supplying of water to
locomotive boilers and the like, and registering the same, as illustrated in Figures 54
and 55, and as above set forth.
Twenty-eighthly. The improvements relating to slide and safety valves, float-valve
stops and check valves, blow cocks, and valve, cylinder, and side cocks; also to the
fusible ball-dropping gear on the top of safety-valve and stop-valve spindles, and
the like, as shown in Figures 55 to 60, and as above set forth.
Twenty-ninthly. The improvements relating to the repairing of the ordinary
fusible plugs and the like, also the device for preventing explosion with steam,
water, and fire in the boiler, as shewn in Figures 39 to 44 of the Drawing, and as
above set forth.
In witness whereof, I, the said Abraham Pullan, for myself and on behalf
of the said George Bebbington and Thomas William Pullan, have hereunto
set my hand and seal, this Twenty-fourth day of April, in the year of our
Lord One thousand eight hundred and seventy-seven.
ABRAHAM PULLAN. (L.S.)