Im- PROVEMENTS IN OR APPLICABLE TO STEAM ENGINES
Year: 1868

page_text: LETTERS PATENT. to James Stead Crosland, of the City of Manchester,
in the County of Lancaster, Engineer, for the Invention of "Im-
PROVEMENTS IN OR APPLICABLE TO STEAM ENGINES.'
Sealed the 2nd October 1868, and dated the 3rd April 1868.
PROVISIONAL SPECIFICATION left by the said James Stead Crosland
at. the Office of the Commissioners of Patents, with his Petition,
on the 3rd April. 1868.
I, JAMES STEAD CROSLAND, of the City of Manchester, in the County
of Lancaster, Engineer, do hereby declare, the nature of the said Inven-.
tion for "IMPROVEMENTS IN OR APPLICABLE TO STEAM ENGINES," to be as
follows:-
My improvements relate principally to methods of compounding
steam engines, and apply to engines having three cylinders (which I
will designate by letters); one cylinder (C) connected to the end of a
beam, the other cylinder (A) midway between the fulcrum of the beam
and the crank, and the other cylinder (B) either oscillating or fixed,
the piston of which is connected directly with the crank, the cylinder

page_text: (B) being either in a horizontal or an oblique position in relation to the
crank; and in such an engine my improvements consist in first taking
the steam to the cylinder A and from A to the cylinder B and from B
to the cylinder C, which is in communication with the condenser; or
the steam may first go to B, then to A, and then to C. When two
engines of the type above described are coupled together with the
cranks at right angles upon the same crank shaft with the cylinder B
in an oblique position, then calling the cylinders of one engine A,
B, and C, and the corresponding cylinders of the other engine A¹, B',
and C', my Invention consists in taking the steam from cylinder A. to
the cylinder B¹ and from B¹ to the cylinder C, and the steam from
cylinder A' to the cylinder B, and from B to the cylinder C'. The last-
described arrangement is also used when cylinder B is horizontal, the
cranks being set at suitable angles.
In coupled engines working upon the same crank shaft my Invention
also consists in setting the cranks at an obtuse or acute angle different
from a right angle and applying a high and low pressure cylinder to
each beam, and in passing the steam from the high-pressure cylinder
of one engine to the low-pressure cylinder of the other engine.
Where a third cylinder is connected with the beams of engines,
coupled as above described, I also arrange the steam to pass from the
cylinders of one engine to that of the other.
In horizontal engines where two or more cylinders are connected
to the same piston rod or a continuation thereof, and where two of these
engines are coupled together on to the same crank shaft, my improve-
ments consist in setting the cranks at suitable angles and taking the
steam from the high-pressure cylinders of one engine to the low-pressure
scylinders of the other engine.
My object in the arrangements above described being mainly to cause
the steam to begin to exhaust from one cylinder at the most suitable
time for its admission to the next cylinder in which it is to be used.
My Invention also consists in applying two oscillating or other
cylinders, so that while the piston rod of one is applied to the main
crank the piston rod of the other will be applied to a crank or crank pin
set off from the main crank at a smaller radius.
My Invention also consists in applying gas flames in a series of jets
to the steam pipes leading to the cylinders and to the steam chests,

page_text: valve boxes, and bottoms of the steam cylinders to prevent the conden
sation of the steam.
SPECIFICATION in pursuance of the conditions of the Letters Patent
filed by the said James Stead Crosland in the Great Seal Patent
Office on the 2nd October 1868.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JAMES
STEAD CROSLAND, of the City of Manchester, in the County of Lancaster,
Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Third day of April, in the year
of our Lord One thousand eight hundred and sixty-eight, in the thirty-
first year of Her reign, did, for Herself, Her heirs and successors, give
and grant unto me, the said James Stead Crosland, Her special license
that I, the said James Stead Crosland, my executors, administrators, and
assigns, or such others as I, the said James Stead Crosland, my executors,
administrators, and assigns, shall at any time agree with, and no
others, from time to time and at all times thereafter during the term
therein expressed, should and lawfully might make, use, exercise, and
vend, within the United Kingdom of Great Britain and Ireland, the
Channel Islands, and Isle of Man, an Invention for "IMPROVEMENTS IN
OR APPLICABLE TO STEAM ENGINES," upon the condition (amongst others)
that I, the said James Stead Crosland, by an instrument in writing
under my hand and seal, should particularly describe and ascertain the
nature of the said Invention, and in what manner the same was to be
performed, and cause the same to be filed in the Great Seal Patent
Office within six calendar months next and immediately after the date
of the said Letters Patent.
NOW KNOW YE, that I, the said James Stead Crosland, do hereby
declare the nature of my said Invention, and in what manner the same
is to be performed, to be particularly described and ascertained in
and by the following statement and accompanying Drawings (that is to
say):
:-
Figure 1, on Sheet No. 1, is a sectional elevation, and Figure 2 is a
plan of the same, shewing my "Improvements in or applicable to Steam
Engines, and my improvements relate principally to methods of

page_text: compounding steam engines, and apply to engines having three cylinders.
My object being mainly to cause the steam to begin to exhaust from
one cylinder at the most suitable time for its admission to the next
cylinder in which it is to be used.
The many varied forms of steam engines now existing, together with 5
my improvements, which constitute a new steam engine in itself, with
its own natural modifications and without departing from its true intent,
will prevent me from delineating the precise mode of application to
every existing form of steam engine, and being alike applicable and
suitable for marine and stationary steam engines, suffice it to say, that 10
in existing steam engines having only one steam cylinder I add two
other steam cylinders embodying my improved method or methods
herein-after described in reference to Figures 1 and 2 and in all the
other Figures.
In existing steam engines having two steam cylinders I add a third 1
cylinder in like manner embodying my improved method or methods
described in reference to Figures 1 and 2 and in all the other Figures.
In steam engines already provided with three cylinders I modify
them to my improved method or methods, making such an engine
capable of using a much higher degree of expansion and pressure of 2
steam than was previously possible.
In Figures 1 and 2, A, B, and C represent my three steam cylinders
(and they may be either oscillating or fixed cylinders) connected by
three connecting rods d, d, d, to one crank 1 with crank pin E, having
a return crank e in front of it, which gives motion to the eccentrics 2
a, b, c, that work the valves of their respective cylinders A, B, C; and
my improvements consist in applying and using three steam cylinders
A, B, C, and which exhaust into each other. The cylinder A being made
of one-third to one-fourth of the cubic capacity of cylinder B, into which
cylinder B the cylinder A exhausts its steam, and the cylinder B being 3
made of half to one-third of the cubic capacity of cylinder C, into which
the cylinder B exhausts itself, the air pump G being worked by one of
the rods g, g, or g, c, as shown, which is worked by cylinder C, and in
coupling the three said oscillating or fixed cylinders of the above pro-
portions to work into and upon a single crank pin E and crank I, and 3
in having the said three oscillating or fixed cylinders set and adjusted
to an angle of about 40 degrees with each other, as shewn in the

page_text: Drawings, and in revolving the engine absolutely in the direction
indicated by the arrows, also shewn in the Drawings, namely, that the
crank pin E in revolving shall move from the largest cylinder C towards
the intermediate or middle cylinder B, and again forward from
cylinder B to cylinder A, which is the smallest or high-pressure
cyclinder; in other words, when the crank pin E is at the bottom or
dead centre and nearest to the cylinder cover of the largest cylinder C
the engine must commence to move towards the smallest cylinder A,
and so continue its motion; by these means the steam will be caused
to begin to exhaust from one cylinder at the most suitable time for
its admission to the next cylinder in which it is to be used, that is to
say, the cylinder A, which is the only cylinder in direct communication
with the boiler will begin to cxhaust its steam in conformity to the said
angle of the cylinders (but my improvements would not be vitiated in
making the said angle as great probably as 60 degrees), namely, 40
degrees, which is the precise angle which determines the opening of the
valves of cylinder B to receive the steam so exhausted from cylinder A,
also in conformity to the said angle of 40 degrees the cylinder B will
begin to exhaust its steam at the precise time which the valves of
cylinder C are set open in consequence of this said angle to receive
that steam being now used in three cylinders consecutively, the steam
completely attenuated is exhausted into the condenser, and is pumped
away by the air pump G into the hot well H, and from thence runs
away through pipe 1. Thus the most complete expansion of the steam
is obtained, and the use of a much high degree of temperature pro-
ducing important useful results in the economy of coal is rendered
practicable in marine and stationary condensing engines.
Figure 3, on Shect No. 1, is a sectional elevation, Figures 4 and 5 are
plans, and Figure 6 an end elevation of the same, shewing my said
improvements in a modified form, in which A, B, and C are the three
cylinders, and they are of the proportions described in reference to
Figures 1 and 2; these three cylinders A, B, C, have their three pistons.
connected by three connecting rods d, d, d, to three cranks 1, 2, and 3.
into one crank shaft D.
My improvements consist in the use and application of three cylinders
of the proportions herein-before described, exhausting into each other
and working into three cranks set and adjusted to an angle of 40 degrees
with each other, and in revolving the said engine and cranks in the

page_text: precise direction indicated by arrows shewn in the Drawings, that is to
say, the crank 3 of the largest or condensing cylinder in revolving.
arrives first at its inactive or dead centre, whilst the other cranks 2 and 1
follow in succession to meet their inactive centres; the high-pressure.
cylinder which receives its steam from the boiler arriving last at that
point. The steam will then begin to exhaust from cylinder A at the
most suitable time' for its admission to cylinder B, being governed by
the same relative angle will begin to exhaust its steam at the precise.
time required, the valves of cylinder C being now open to receive it, and.
the steam being now used in the cylinders consecutively is exhausted
into the condenser F, as described in reference to Figures 1 and 2. The.
angle of cranks are specified at 40 degrees, which is the most advan
tagcous, but my improvements would not be vitiated by having the
angle of cranks nearly 60 degrees with each other.
On Sheet No. 2, Figures 7, 8, 9, 10, 11, 12, 13, and 14, A, B, and C are
the steam cylinders of one engine; and A 1, B 1, and C 1 are the steam
cylinders of another opposite engine, but coupled to the same shaft D;.
the cylinders A. and A1 are those which receive the steam from the
boiler direct; they are of one-third to one-fourth the cubic capacity of
cylinders B and B 1, and B and B 1 are respectively of half to one-third
the cubic capacity of cylinders C and C 1; cylinders A and A 1 are
placed and connected midway between the fulcrum and the ends of the
beam, but in what is called a McNaught engine; where the cylinder B
exists the cylinder A may either be placed beneath that cylinder B, as
shewn in Figure 13, coupled to an elongation of the same piston rod k
of the said M Naught cylinders, or the cylinder A may be placed on the.
other side of fulcrum of the beam, namely, over the air pump G,
having its piston coupled to the same rod which also works the air
pump G, and as shewn in Figures 10, 11, and 12. The cylinders B
and B1 may be fixed or oscillating, as shewn in Figures 7, 8, and 9,
Sheet No. 2, and in Figures 23 and 24, Sheet No. 3. The cylinders B
and B 1 are shewn fixed in Figures 17, 18, 19, 20, 21, 22, 23, and 24,
on Sheet No. 3, and in Figure 33, on Sheet 4, in each of which the
piston is connected by a rod m directly with the crank shaft of the
engine, and not to the beams as in the former Figures. Or as in the case
of a McNaught engine having a cylinder in the position A of Figures 7,
17, 18, and 20, which would be unfit to receive steam first from the
boiler, and if allowed to remain in must necessarily be used as the

page_text: intermediate cylinder. The steam from the boiler would first be taken to
the cylinder B, and from cylinder B to cylinder A, and from cylinder A.
to cylinder C, and from thence to the condenser F, and as shewn in Figures
17, 18, 20, and 21, on Sheet No. 3, and in Figure 33, on Sheet No. 4.
When two engines of the type above described are coupled together,
having their cranks 1 and 2 fixed at right angles to each other upon the:
same crank shaft with cylinder B and B 1 in an oblique position, then
calling the cylinders of one engine A, B, and C, and the corresponding
cylinders of the other engine A 1, B 1, and C 1, my Invention consists
in taking the steam from cylinder A to cylinder B 1. of the opposite
engine, and from cylinder B 1 to cylinder C 1 of the same engine. In
like manner I take the steam from cylinder A 1 to cylinder B of its
opposite engine, and from cylinder B to cylinder C of the same engine.
On Sheet No. 3, Figure 23 is an elevation, and Figures 24 and 25 are
plans, shewing my improved mode of applying two oscillating or other
cylinders marked A a, Ba, and A b, so that while the piston rod m of
cylinder B a is applied to the main crank 1 the piston rod or connecting
rod of cylinder A a or A 6 will be applied to a crank or crank pin 4,
set off from the main crank 1, and of smaller radius to it; these
cylinders may be fixed and applied either obliquely, vertically, or
horizontally.
In Figures 19 and 22, A is a McNaught cylinder, which is allowed to
remain in its place, but is made to exhaust its steam into cylinder B,
which is coupled to the crank shaft D, and the cylinder B exhausts into.
the cylinder C, being now used as a double compounded engine with
three cylinders, but this McNaught cylinder A, if allowed to remain in
would require strengthening to enable it to stand the greatly increased
pressure to which it would be exposed.
On Sheet No. 4, Figures 26 and 29 are elevations, and Figures 27,
28, and 30 are plans, shewing my improvements applied to a beam
engine having a high-pressure cylinder at the end of the beam taking
its steam from the boiler, but not in communication with a condenser,
as described in the former Figures. In such an engine I place a con-
densing cylinder C midway between fulcrum and end of beam, and
work the air pump G beneath it by an elongation of its piston rod g,
or the condensing cylinder C may be placed in the position C, c, and
connected to the crank al, or a 2, shewn in Figures 29 and 30.
Cylinder B being placed midway between fulcrum of beam and the

page_text: crank, whilst the cylinder C, which is the largest and is the condensing
cylinder, is in communication with condenser F and air pump G; I
work the steam in the manner described in reference to Figures 7, 8,
9, 10, 11, and 12; that same letters indicate respectively the appropriate
cylinders, that is to say, I pass the steam from the cylinder A. (which is
at the end of the beam, and that takes its steam first from the boiler)
to the cylinder B, and from cylinder B to cylinder C, which is placed
over the air pump G. When a pair of the above engines are coupled
to one shaft I pass the steam across to the opposite engine cylinders by
the pipes P and P, P, respectively, as described in reference to Figure 9,
and in such coupled engines or in horizontal engines, and in those
referred to in Figures 9 and 12, on Sheet No. 2, and which have their cranks
fixed and set at right angles to each other, I set those cranks at an
acute angle S, and S, S, as shewn in Figures 15 and 26, or to an obtuse
angles, and 8, 8, in Figures 16 and 26, for the purpose, combined with
crossing the steam from one pair of engines to the other, of causing the
steam to begin to exhaust from one cylinder at the most suitable time
for its admission to the next cylinder in which it is to be used.
On Sheet No. 4, Figure 31 is an elevation, and Figure 32 at plan,
shewing my improvements applied to a beam engine having a Woolf's
cylinder; to such an engine I add a cylinder A, which receives its steam
from the boiler and from the cylinder A; the steam is exhausted into
the Woolf's cylinder B, which was previously in communication with
the boiler, but is now used as the intermediate cylinder, but this Woolf's
cylinder B will continue to exhaust its steam into the cylinder C as
heretofore; when a pair of these engines are coupled to one shaft I
cross the steam, as described in the former Figures. The cylinder A
would besides supplying steam to the Woolf's cylinder B also supply
steam to any other cylinder placed upon the air pump rod I, which
would also exhaust into the main cylinder C. I apply gas flames in a
series of jets to the steam pipes leading to the cylinders, and to the
steam chests, valve boxes, and bottoms of the steam cylinders to prevent
condensation of the steam; these gas flame may be applied in any
convenient manner, and should be mixed with atmospheric air in a
closed chamber, at the upper part of which a perforated fire-brick tile
is inserted forming jets; the upper part of the chamber should have a
tube or tubes communicating with a strong draught or chimney, and
applied as may be found convenient.

page_text: Having thus stated the nature of my Invention, and described the
manner of performing the same, I wish it to be understood that I do not
limit myself to the precise details herein set forth, as the same may be
varied without departing from the peculiar character of the Invention;
but what I do claim is,―
:
Firstly. The arrangement and combination of a steam engine having
three cylinders compounded together, so as to cause the steam to begin
to exhaust from one cylinder at the most suitable time for its admission
to the next cylinder in which it is to be used, with the peculiarities of
construction shewn and described in reference to Figure 1 and 2.
Secondly. The arrangement and combination of a steam engine having
three cylinders compounded together, so as to cause the steam to begin
to exhaust from one cylinder at the most suitable time for its admission
to the next cylinder in which it is to be used, with the peculiarities of
construction shewn and described in reference to Figures 3, 4, 5, and 6.
Thirdly. The peculiar mode of compounding a simple condensing beam
engine with three cylinders, as shewn and described in reference to
Figures 7, 8, 9, 10, 11, and 12, on Sheet No. 2.
Fourthly. The mode or method in pairs of horizontal compound
engines, or of compound beam engines, of passing the steam from the
cylinders of one pair of cylinder to the cylinders of the other pair
of engines, and adjusting the cranks for the required lead for the
purpose of exhausting the steam from one cylinder at the most suitable
time for its admission to the next cylinder in which it is to be used,
when the cylinders are to be used for each pair of horizontal or beam
engines, and as shewn and described in reference to Figures 7, 9, 10, 12,
13, and 14, on Sheet No. 2, and in Figures 26 and 28, on Sheet No. 4.
Fifthly. The re-compounding with a third cylinder any engine that
is already compounded with a McNaught cylinder connected to the beam
and converting the same to an intermediate and secondary cylinder, which
shall receive its steam from a third cylinder, which alone shall receive
its steam from the boiler, as shewn and described in reference to Figures
10, 11, 12, 13, and 14, on Sheet No. 2, and in 17, 18, 20, 21, and 25, on
Sheet No. 3.
Sixthly. The re-compounding of a McNaught engine with a third
cylinder placed intermediate and between the McNaught cylinder and
the original cylinder into which the McNaught cylinder was supposed

page_text: to exhaust its steam, and now to use its steam in three consecutive
cylinders, as shewn and described in reference to Figures 7, 8, & 9, on
Sheet No. 2, and in Figures 19 and 22 on Sheet No. 3.
Seventhly. The re-compounding with a third cylinder any engine
already simply compounded with any of the fixed horizontal or other
cylinders connected to the crank shaft, as shewn and described. in
reference to Figures 7, 8, 9, 10, 11, 12, 13, and 14, on Sheet No. 2, and
in Figures 17, 18, 19, 20, 21, 22, 23, 24, and 25, on Sheet No. 3, and in
31, 32, and 33, on Sheet No. 4.
Eighthly. The method of using three cylinders compounded together
upon a beam engine, as shewn and described in reference to Figures 26,
27, 28, 29, and 30, on Sheet No. 4.
In witness whereof, I, the said James Stead Crosland, have hereunto
set my hand and seal, this Thirtieth day of September, in the
year of our Lord One thousand eight hundred and sixty-eight.
AJANT