IMPROVE- MENTS IN ROAD LOCOMOTIVES, SOME OF WHICH IMPROVEMENTS ARE APPLICABLE MA AHLLED FUAINER AND BOILERS
Year: 1879

page_text: LETTERS PATENT to Gustave Palmer Harding, of 15, Rue de la Chaussée
d'Antin, Paris, in the Republic of France, and William Lyster Holt, of 31,
Boulevard de Port Royal, Paris, aforesaid, for the Invention of "IMPROVE-
MENTS IN ROAD LOCOMOTIVES, SOME OF WHICH IMPROVEMENTS ARE APPLICABLE
MA AHLLED FUAINER AND BOILERS."
Scaled the 23rd April 1880, and dated the 29th December 1879.
PROVISIONAL SPECIFICATION left by the said Gustav Palmer Harding and
William Lyster Holt at the Office of the Commissioners of Patents on the
29th December 1879.
GUSTAVE PALMER HARDING, of 15, Rue de la Chaussée d'Antin, Paris, in the
Republic of France, and WILLIAM LYSTER HOLT, of 31, Boulevard do Port
Royal, Paris, aforesaid. "IMPROVEMENTS IN ROAD LOCOMOTIVES, SOME OF WHICH
IMPROVEMENTS ARE APPLICABLE TO OTHER ENGINES AND BOILERS."
As a means of avoiding the excessive use of fire box stays, and generally to
improve and cheapen the cost of construction of the locomotive portable or semi-
portable types of boilers, we construct the fire box and fire box shell of a circular or
curved form on plan with a flat tube plate (except where it may be necessary to
flange it for rivetting or otherwise securing it to the fire box), and the top of the fire
box we construct of a corrugated form, with by preference the corrugations
radiating from the centre. This corrugated plate would or would not be connected
by a stay or stays to the fire box shell according to the diameter of the box.
The barrel of the boiler would be circular or curved, and by preference made
of a taper or partially tapered form, being greater in diameter at the fire box end.
In boilers that are used for working on steep gradients this mode of construction
gives great facilities for the steam that is generated rising to the dome or other
receptacle, and it also gives greater facilities for cleaning, as the sediment will
collect at one end or fall to the bottom of the fire box shell,
This mode of construction is also applicable to those boilers which have two
barrels and a central fire box, or it may be available with return tubes or flues.
In some cases we make the inside fire box wholly or partially of a corrugated
form, as in Fox's Patent flues, and to increase the heating surface we place parallel
or taper tubes at an angle across the box. The corrugations will give great
facilities for securing the tubes at their ends, as the inclined tubes may be at right
angles to the surfaces of the corrugations to which they are attached.
This form of construction may be used with or without the barrel before
referred to.
In road locomotives formed with a steam boiler having a fire box of a circular

page_text: form in plan, we place the cylinder or cylinders of the engine close to the fire box
with the intermediate shaft at the smoke box end, and the diagonal rod coupled to
the centre wheels of the engine. Or we place the cylinder or cylinders vertically
and inverted at the fire box end so as to be immediately under the eye of the
driver, and by reason of the circular form of the fire box the cylinders may in
either arrangement be brought nearer to the central line of the engine than would
otherwise be practicable.
In traction engines or road locomotives, also road rollers and other locomotives
where motion is transmitted from the engine to the driving wheels by means of an
intermediate shaft or shafts, and where springs are interposed between or employed
to connect the body of the engine and the axle or axle boxes, we connect the axle
of the main wheels or the axle boxes or parts attached thereto to the bearings of the
intermediate shafts in such manner that any motion caused by the rise and fall of
the driving axles from obstructions on the road or other causes shall be wholly or
partially communicated to the intermediate shaft or shafts or their supports or
bearings, and hence, the rods, toothed wheels, or means used for communicating
motion from one shaft to another will always remain practically at the same relative
distance from each other.
In carrying out this improvement we prefer using the following methods
according to circumstances:-
When the intermediate shaft is not situated vertically or nearly so over the
the driving wheels, we use a lever or levers acting in a somewhat similar manner
to what are commonly known on locomotive engines as compensating levers; when
however the intermediate shaft or shafts are in the same or nearly the same
vertical line, we prefer that the main axle boxes or their equivalents be securely
fastened to strong plates or bars, which plates or bars rise and fall with the
motion in a similar manner to the spring pins on a locomotive. The plummer
blocks or brasses of the bearings of the intermediate shafts will be attached to
to these plates or bars and consequently rise and fall with thein As applied to
traniway or narrow gauge engines, it may be simply necessary to connect the upper
portion of the driving springs with the bottom of the plummer blocks or the
brasses carrying the intermediate shaft, which in this case would be placed
vertically or nearly so over the driving wheels, and we would then prefer placing
the cylinder or cylinders and gear actuated by the pistons horizontally on top of
the barrel of the boiler; by this means a long coupling or connecting rod would be
obtained for communicating motion to the driving wheels from the intermediate
shaft. If the springs are underhung, that is, placed below the axle of the driving
wheels, a pin could be carried from the top of the driving axle box to the bottom
of what would correspond to the intermediate shaft axle boxes.
To facilitate the passage of train engines round curves, and to better enable them
to pass easily through the points and crossing places, wo propose to make one or
more pairs of the wheels moveable, and to connect them from their axles or axle
boxes by a lever or levers, the said lever actuated by an eccentric or eccentrics, or
by wedges, or otherwise, that it shall be in the power of the driver when desirable
to turn the wheels through a small angle, and we would prefer so arranging the
gear that the wheels shall by means of a spring weight, wedges, or inclined planes,
resume their normal position when the driver ceases to apply any force.
The annular blast pipes of road locomotives and other engines, whether
adjustable or not, are liable to choke from the grease and impurities passing into
them. To diminish this liability to choke we lead the ordinary engine blower or
jet into the annular blast nozzle or blast pipe, and as this jet is fed with pure high
pressure steam from the boiler, it will when in use have a tendency to eject any
impurities from the annular blast nozzle, whilst at the same time its action as a
blower will be improved. To lessen the noise of the blower or exhaust steam we
fill or partially fill the exhaust pipes, blower pipes, or annular nozzle or other
convenient portion of the exhaust passages or chimney with perforated plates, or
gauze wire, or other suitable materiaÌ.

page_text: For more effectually condensing or partially condensing the waste steam we
utilize the air required for the purposes of combustion.
The steam after leaving the cylinders is conducted by a pipe or by a series of
pipes to a tank or tanks, which may be wholly or partially filled with water or
5 steam, or both, and these pipes to give greater surface may by a suitable joint pipe
be conducted from the engine to the car or cars and back, and in winter be made
available as warming apparatus. In summer non conducting materials may be
applied to prevent heat affecting passengers, or by a cock or valve steam may be
be prevented from entering carriages or cars These tanks are perforated by pipes
or tubular spaces through which the air passes, and after abstracting heat from the
steam or water is led by suitable means into the ash pan of the boiler, the door of
this being closed. To accelerate the action the blower or jet may be kept on
during the time the engine is condensing, or the boiler pumps (when not feeding
the boiler) or a separate pump may be made to draw air, and force the same directly
into the blast pipe or into an accumulator or tank, from which by suitable valves
it may be led into the blast pipe, or elsewhere as required.
These said pumps inay be also made available for forcing or drawing air through
the tank pipes before referred to, and forcing it either direct into the ash pan or to
an accumulator or air tank, which may be put into communication with the ash
pan or elsewhere by suitable cocks or valves. In some cases this compressed air
may be useful as a brake, or as affording additional power for starting.
In some cases a series of concentric tubes may be used, the steam or water or
both passing through one series, and the air through another, by preference in
opposite directions.
It is clear the before mentioned arrangements for condensing may if desired be
reversed, that is to say, the steam or water, or both, be made to pass through
tubes, &c., and the air to circulate outside them in the tank.
Experience having shewn the necessity of raising the working parts of the brakes
further from the ground in tramway and other small wheeled locomotives, to
effect this instead of supporting the break block hangers and allowing them to
pivot from a point above them, we suspend and pivot them from below or at the
centre line of break blocks, by this means raising all the levers and other parts
actuating the blocks considerably higher; we prefer using metal reversible break
blocks.
The dust and dirt proving in tramway engines a constant source of expense, we
prefer instead of making the journals of the ordinary form to provide a collar on
the axles to come into the centre of the journals to make the remaining portion
of the axle parallel, or to taper outwards according to circumstances, as by this
means the impurities before alluded to will have less chance of finding a lodgment.
It may be advisable also where there is a necessity to allow for any play to
make the brasses or other equivalent material of a spherical or cylindrical form,
exteriorally or interiorally, or both, to allow either end of the axle to rise or fall
freely independently of the other.
For the purpose of giving play, as for instance, in the collar of joint of the
connecting rod and the crank, the crank is fitted with a loose (relatively) spherical
or oval (curved) collar on which the connecting rod head works; the latter does not
extend to the end of the spherical collar, but is shorter at each side so as to leave
play laterally.
The bearing of the crank on which the externally spherical collar is fitted may
be also curved, as may the bore of the collars, one or both, so as to give when in
conjunction with rod play in all directions.
The improvement is intended to allow a limited lateral motion or direction to
be given to wheels coupled by crank axles and rods, so that the engine may
steer, but the proposed joint may be used for general purposes.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Gustav Palmer Harding and William Lyster Holt in the Great
Seal Patent Office on the 29th June 1880.
GUSTAV PALMER HARDING, of 15, Rue de la Chaussée d'Antin, Paris, in the
Republic of France, and WILLIAM LYSTER HOLT, of 31, Boulevard de Port
Royal, Paris, aforesaid. "IMPROVEMENTS IN ROAD LOCOMOTIVES, SOME OF WHICH
IMPROVEMENTS ARE APPLICABLE TO OTHER ENGINES AND BOILERS"
As a means of avoiding the excessive use of fire box stays, and generally to
improve and cheapen the cost of construction of the locomotive portable or semi
portable types of boilers, we construct the fire box and fire box shell of a circular
or curved form on plan with a circular or curved tube plate, which is flat (except
where it may be necessary to flange it for rivetting or otherwise securing it to the
fire box), and the top of the fire box we construct of a corrugated form, with by
preference the corrugations radiating from the centre. This corrugated plate would
or would not be connected by a stay or stays to the fire box shell according to the
diameter of the box. The barrel of the boiler would be circular or curved, and by
preference made of a taper or partially tapered form, being greater in diameter at
the fire box end. In boilers that are used for working on steep gradients this mode
of construction gives great facilities for the steam that is generated rising to the
dome or other receptacle, and it also gives greater facilities for cleaning, as the
sediment will collect at one end or fall to the bottom of the fire box shell.
This mode of construction is also applicable to those boilers which have two
barrels and a central fire box, or it may be available with return tubes or flues.
In some cases we make the inside fire box wholly or partially of a corrugated
form, as in Fox's Patent flues, and to increase the heating surface we place parallel
or taper tubes at an angle across the box. The corrugations will give great
facilities for securing the tubes at their ends, as the inclined tubes may be at right
angles to the surfaces of the corrugations to which they are attached.
This form of construction may be used with or without the barrel before
referred to.
In road locomotives formed with a steam boiler, having a fire box of a circular
form in plan, we place the cylinder or cylinders of the engine close to the fire box,
with the intermediate shaft at the smoke box end and the diagonal rod coupled to
the centre wheels of the engine. Or we place the cylinder or cylinders vertically
and inverted at the fire box end so as to be immediately under the eye of the
driver, and by reason of the circular form of the fire box the cylinders may in
either arrangement be brought nearer to the central line of the engine than would
otherwise be practicable.
In traction engines or road locomotives, also road rollers, and other locomotives
where motion is transmitted from the engine to the driving wheels by means of an
intermediate shaft or shafts, and where springs are interposed between or employed
to connect the body of the engine and the axle or axle boxes, we connect the axle
of the main wheels or the axle boxes or parts attached thereto to the bearings of
the intermediate shafts in such manner that any motion caused by the rise and fall
of the driving axles from obstruction on the road or other causes shall be wholly
or partially communicated to the intermediate shaft or shafts or their supports or
bearings, and hence the rods, toothed wheels, or means used for communicating
motion from one shaft to another will always remain practically at the same relative
distance from each other.
In carrying out this improvement we prefer using the following methods
according to circumstances:-
When the intermediate shaft is not situated vertically, or nearly so, over the
driving wheels we use a lever or levers acting in a somewhat similar manner to

page_text: what are commonly known on locomotive engines as compensating levers; when
however the intermediate shaft or shafts are in the same, or nearly the same, vertical
line we prefer that the main axle boxes or their equivalents be securely fastened
to strong plates or bars, which plates or bars rise and fall with the motion in a
similar manner to the spring pins on a locomotive. The plummer blocks or brasses
of the bearings of the intermediate shafts will be attached to these plates or bars
and consequently rise and fall with them. As applied to tramway or narrow gauge
engines it may be simply necessary to connect the upper portion of the driving
springs with the bottom of the plummer blocks or the brasses carrying the inter-
mediate shaft, which in this case would be placed vertically or nearly so over the
driving wheels, and we would then prefer placing the cylinder or cylinders and gear
actuated by the pistons horizontally on top of the barrel of the boiler; by this means
a long coupling or connecting rod would be obtained for communicating motion to
the driving wheels from the intermediate shaft. If the springs are underhung, that
is, placed below the axle of the driving wheels, a pin could be carried from the
top of the driving axle box to the bottom of what would correspond to the inter-
mediate shaft axle boxes.
The annular blast pipes of road locomotives and other engines, whether adjustable
or not, are liable to choke from the grease and impurities passing into them. To
diminish this liability to choke we lead the ordinary engine blower or jet into the
annular blast nozzle or blast pipe, and as this jet is fed with pure high pressure
steam from the boiler it will when in use have a tendency to eject any impurities
from the annular blast nozzle, whilst at the same time its action as a blower will
be improved.
To lessen the noise of the blower or exhaust steam we fill, or
partially fill, the exhaust pipes, blower pipes, or annular nozzle, or other convenient
portion of the exhaust passages or chimney with perforated plates, or gauze wire, or
other suitable material,
For more effectually condensing or partially condensing the waste steam we
utilize the air required for the purposes of combustion.
The steam after leaving the cylinders is conducted by a pipe or by a series of
pipes to a tank or tanks, which may be wholly or partially filled with water or
steam, or both, and these pipes to give greater surface may by a suitable joint pipe
be conducted from the engine to the car or cars and back, and in winter be made
available as warming apparatus. In summer non-conducting materials may be
applied to prevent heat affecting passengers, or by a cock or valve steam may be
prevented from entering carriages or cars. These tanks are perforated by pipes or
tubular spaces through which the air passes, and after abstracting heat from the
steam or water is led by suitable means into the ash pan of the boiler, the door
of this being closed. To accellerate the action the blower or jet may be kept on
during the time the engine is condensing, or the boiler pumps (when not feeding
the boiler), or a separate pump may be made to draw air and force the same
directly into the blast pipe or into an accumulator or tank, from which by suitable
valves it may be led into the blast pipe or elsewhere, as required.
These said pipes may be also made available for forcing or drawing air through
the tank pipes before referred to, and forcing it either direct into the ash pan or to
an accumulator or air tank, which may be put into communication with the ash
pan or elsewhere by suitable cocks or valves. In some cases this compressed air
may be useful as a break or as affording additional power for starting.
In some cases a series of concentric tubes may be used, the steam or water, or
both, passing through one series, and the air through another, by preference in
opposite directions.
It is clear the before mentioned arrangements for condensing may, if desired, be
reversed, that is to say, the steam or water, or both, be made to pass through
tubes, &c., and the air to circulate outside them in the tank.
Experience having shown the necessity of raising the working parts of the breaks
further from the ground in tramway and other small wheeled locomotives, to effect
this, instead of supporting the break block hangers and allowing them to pivot from

page_text: more fully the manner of performing the same.
DESCRIPTION OF THE DRAWINGS.
Figures 1 to 20 show various forms of steam boilers constructed according to our
Invention.
We would state that heretofore, when locomotive and portable engine boilers, &c.,
have been formed with circular shaped fire boxes at the grate level or below the
bottom row of tubes, as seen on plan, it has hitherto been the practice to obtain a
flat surface for the tubes to bulge inwards or shape the portion of the fire box
where the tubes are inserted in such fashion that the top of the fire box on plan
would have a form resembling a segment of a circle, the chord representing the flat
portion of the tube plate for the insertion of the tubes. This forin of construction
is weak, as this portion of the fire box, more or less, is of the form that a flue or tube
would assume if collapsed by excessive pressure. In the improved forms hereafter
described the top of the fire box on plan immediately above the tube plate is sub-
stantially the same as at the grate level, while the tube plate may be of the strongest
possible form admissible under the circumstances, being attached to the box in a
similar manner, and assuming the form of a sort of flanged man-hole cover or
truncated dome of the shape most suitable for the style of boiler.
For easier reference, and to avoid repetition in the descriptions wherever prac-
ticable, we have endeavoured to use the same letters to denote similar parts in each
of the Figures.
Figures 1, 2, and 3 show respectively a longitudinal sectional elevation, a sectional
plan, and front elevation of the fire box shell, the barrel plates and tubes being in
section, of our improved locomotive portable or semi-portable type of boiler. S is
a circular shell or outer fire box, and B the boiler barrel securely fixed thereto; F is
a circular fire box, by preference tapering inwards from the bottom to the crown
plate, flanged outwards to connect with the shell at bottom, as shown, and also
bulged outwards to meet the shell at the opening for fire door D; T is a flat tube
plate, circular in front elevation, as shown in Figure 3, and flanged, as shown at f,
for attachment to the fire box F; tare tubes as ordinarily used in locomotive and
other tubular boilers; C is the fire box crown plate, corrugated with the corruga-
tions radiating from the centre, being smallest at this point and gradually increasing
in depth, as shown on Figures 1 and 3, and on Figure 4 representing a plan of this
corrugated plate. For large fire boxes it may be necessary to connect the fire box
crown plate to the top plate of the shell by means of a stay (or stays), as shown
at e. The fire box F may be constructed of one or more plates, and may be cut to
the form shown by the dotted line a for the tube plate T to be rivetted, or other-
wise fixed thereto. By reference to Figure 2 it will be noticed that the tube plate
is partly inside and partly outside the fire box.
Figures 5, 6, and 7 show sectional elevations and plan of a modification of the
before mentioned boiler, wherein the fire box crown plate C is in the form of a
semisphere, and the tube plate T is entirely exterior to the inner fire box F. This
form of construction necessitates a relatively smaller [fire box, to enable it to be
introduced from the bottom into the outer fire box S when the tube plate has been
rivetted, welded, or otherwise attached to the inner fire box F. It will be here
noticed that the fire box F has not been wholly cut away at the top portion, but as
shown at a¹.
Figures 8, 9, 10 represent an application of the system to a central fire box
shell S having two barrels B. The tube plate T is here shown as wholly within
the fire box F, and this form not only makes the tube surfaces relatively longer, but
the flame and gases having to be thrown back from the form of tube plate the

page_text: smoke would be better consumed. The fire doors are shown at D, and may be
placed on both sides of the fire box or any other convenient position for easy stoking.
The crown plates C are here shown as plain curved plates not corrugated, and may
or may not have stays to connect them to the crown of the shell, which may be of
any form desired. The curved form shown on plan, Figure 9, is what we prefer for
the fire box shell, stayed at intervals by the circular stays e², but the shell may be
parallel, as shown by the dotted lines s', or of any other curved form.
In the boilers before described it is intended that the barrels B shall always be
full of water when working, and the water levels vary only in the upper part of
the fire box shell S, as shown by the dotted lines w, but when it is desirable that
the barrel B should only be partially filled with water the tube plate T may be
of the form shown in Figures 11 and 12, where the upper portion of the tube plate
is nearly horizontal. Other forms of tube plates will naturally suggest themselves,
whereby the same result may be obtained, as for instance, an oval or elliptical plate
or a circular tube plate of relatively smaller diameter, with its centre placed lower
than the axis of the barrel itself, as in Figure 20, which represents a sectional
elevation of a circular or oval tube plate T, whose centre would be on the dotted
line x, while the axis of the barrel would be represented by the line x².
Figures 13 and 14 show a sectional elevation and sectional plan of a vertical
boiler with a corrugated fire box F and crown plate C, with the corrugations
radiating from the centre, but with opening for chimney and with tubes t. These
tubes may be either parallel, as shown or taper, being by preference largest in
diameter at the upper end. For facility of cleaning or repairing the tubes we prefer
that the outer shell be made in two parts at the point shown by the angle irons,
when by removing the bolts from these angle irous, and also the bolts from the
angle iron ring connecting the shell dome plate to the chimney, the upper portion
of the shell can be removed and easy access given to the ends of the tubes. It will
be readily seen that this corrugated form of fire box may replace the plain plate
fire boxes F described in Figures 1 to 12, and for very high pressures (rather than
use stays between the fire box and shell) this form would be preferable; similarly
also the file box, shells, and barrels may be of a corrugated form.
Figures 15, 16, and 17 (Sheet 2) show the system as applied to a boiler fitted
with return tubes; the barrel B is here shown as elliptical in section. The gases
pass from the fire box F along the lower series of tubes t to the smoke box, and
then return by the upper series t' to the smaller smoke box (the tube plate of
which is similar in construction to those already described) at the fire box end of
the boiler, and thence to the chimney. The crown plate C is shown with corru-
gations running longitudinally; this form not only avoids the necessity of roof
stays, but enables the lower tubes of the upper series of tubes t' to be relatively
lower.
The smoke box tube plate T is similar in construction to the tube plates T
previously described, and if preferred it may be outside the fire box shell in similar
manner to Figure 11.
The fire box is here shown with vertical corrugations, which corrugations are
also applicable to the tire boxes before mentioned. It will be noticed that vertical
corrugations are gradually reduced so as to form an even circular juncture with
the crown plate C and the bottom of fire box where Banged outwards to meet
shell.
The fire boxes and shells hitherto described have been circular on plan, but for
very narrow gauge engines it might be preferable that they should be of some
other curved forms, as shown in dotted lines on Figure 6, lettered F' and S'
respectively.
Figures 18 and 19 show plan and elevation (half in section) of the upper portion
of a fire box with vertical corrugations where the crown plate is formed, with the
corrugations radiating from the centre, as previously described. Where used in
conjunction with this form of crown plate it may be preferable to continue the
corrugations to their juncture with the flange ƒ of the crown plate.

page_text: Figure 20 shows a tube plate in vertical section, flanged at right angles to join
fire-box, instead of at an obtuse angle, as shown in Figures 1 and 8 and 15.
By reversing the tube plate in Figure 20, and flanging it accordingly, it may be
wholly outside the box instead of inside.
It is to be understood that any of the parts of one particular Figure, such as:
tube plate, fire box, and crown plate, are generally applicable to the other Figures,
and that the position of the fire door may be varied vertically or horizontally,
according to the purpose for which the boiler may be required.
Figures 21 and 22 show in outline elevation general arrangements of locomotives,
upon the fraining G of which may be carried any one of the previously mentioned
boilers, having horizontal barrels B, as in Figures 1 and 5 on Sheet 1, and Figure 15
on Sheet 2. In such or any locomotives constructed with a fire box shell of a
circular or oval form in plan we fix the cylinder or cylinders Y of the engine close
to the shell, with an intermediate shaft or crank axle J at the smoke box end of
the boiler, as shown on Figure 21 at N, and the diagonal rod R coupled to the
centre wheels of the engine, as in Figure 21; or we fix the cylinder or cylinders Y
vertically, and inverted at the fire box end, as shown in Figure 22, so as to be con-
venient to and immediately under the eye of the driver, and by reason of the circular
or oval form of the shell S in plan the cylinders may in either Figure 21 or 22
arrangement bo brought nearer to the central line of the engine than would other-
wise be practicable.
In Figure 21 the tank U shown by dotted lines is placed underneath the barrel
of the boiler B between the frames. It may be used either as a simple water tank
or as a condensing tank, as may be desired. In Figure 22 the tank U is also
shown by dotted lines, and partly envelopes the boiler barrel B It is clear that 1
the positions of these tanks may be altered to suit circumstances.
In these illustrations the engines are shown with six wheels, of which four are
coupled, and the remaining wheels are intended to have a lateral play by a bogey
or other suitable arrangement, to facilitate the passage round curves, but if preferied
the engines may have four wheels, or any greater number, and the whole or none a
of these wheels may be coupled, as may be desired.
Figure 23 shows a side elevation, and Figure 24 an end elevation, partly in
section, of a portion of a frame G of a locomotive, with cylinder Y working the
intermediate crank axle J situated vertically over the driving axle boxes A sliding
in the horn blocks h. To the top of the boxes A is attached the rod E, the upper
end of which is attached to the bottom of the plummer blocks b fitted with brasses,
in which the intermediate axle J revolves. The plummer blocks b slide in the
horn blocks h Motion is communicated from the intermediate axle J by means of
the vertical connecting rod H fixed to outside cranks on the end of the intermediate
shaft J and driving wheel respectively, or motion may be communicated by means
of the toothed wheels H gearing in each other. It is clear any rise and fall of
the axle box will be communicated by the rod E to the plummer blocks b of the
intermediate axle J, and the relative position of the two axles and gearing attached
thereon will remain unaltered. If more than one pair of wheels are required
coupled, a coupling rod Hª may be used, as on ordinary locomotive engines. The
spring K (attached to the engine frame in the ordinary manner) is here shown
between the plummer blocks and axle boxes.
Figures 25 and 26 show side elevation and end elevation, partly in section, of an
application to a traction engine of the system described in Figures 23 and 24.
The axle box A is attached, by means of the plate E, to the plummer block 6 of the
intermediate crank axle J (driven, as usual, from the cylinder Y), carrying the
toothed wheel G³ gearing into the toothed wheel G¹, carried in bearings b¹ fixed to
the end plate E. The wheel G' gears into the toothed wheel G² fixed in the
driving axle, and so communicates motion to the driving wheels. It is clear
additional intermediate shafts can be used without affecting the system. The
spring K is here shown underneath the axle box.
Figure 27 shows a modification of the system described in Figures 23 and 24,

page_text: the cylinder Y being placed on top of the boiler B a longer vertical connecting
rod H is obtained. This arrangement would be preferable where only one cylinder
is required, as it would be more easy to apply a fly wheel on the shaft J to equalize
the inotion.
The springs may be placed, as shown at K or K', or, if preferred, they may be
placed above the intermediate crank axle J, or in any other convenient position.
If the spring is below the axle box, as shown at K³, then larger driving wheels
have to be used than is necessary when they are above the box.
Figures 28 and 29 show an end elevation and longitudinal section of a con-
densing tank U fitted with a series of annular tubes V, V. The exhaust steam
from the cylinders enters the steam pipe V at Q, traverses the pipes V in the
direction of the arrows, and finally, if not well condensed, makes its exit at Q',
from whence it may be let into the chimney or elsewhere, as may be found
convenient. The exterior portion of the steam pipes V are alternately, or by
alternate rows, in contact with water in the tank, or pass through the larger
tubes V', which are open at both ends to the atmosphere, and the air collected by
a hopper W at either or both ends will pass freely through the tubes V' and assist
in condensing the steam. This tank may be placed in any convenient place on
the engine, or even on a tramcar.
Figures 30 and 31 show a side elevation and plan of break arrangement. The
break block hangers c pivot on the pins & attached to the brackets i, bolted to the
lower part of the frame G, the blocks being suspended at the central portion of the
hangers by pins ; One method of applying or releasing the breaks is shown by
the arrangement of levers. On the application of the foot to the pedal m the lever L
is depressed in the direction of the arrow, and the short lever noved in the direction
also shown by an arrow, carrying with it the coupling rod k, to which the top ends
of the break haugers c are attached.
On removal of the foot the spiral spring raises the end of the lever L, and
releases the break blocks from the wheels.
If preferred steam or other power may be used for applying the blocks.
Figures 32 and 33 show an elevation and plan, partly in section, of mechanism
for communicating the rise and fall of the driving axle box A of a locomotive to
the plummer blocks b of the intermediate shaft J, where this is not situated verti-
cally, or nearly so, over the driving axle boxes. The axle box A rising and falling
in the horns communicates motion by means of the pins E to one end of the
lever L, whose fulcrum is at L, the other end of which lever is depressed (or vice
versa), in proportion, depressing at the same time the end of the lever L' in
contact with it. In raising the other end of this lever which is in communication
by means of the pin E' with the underside of the pluminer block b, in which
revolves the intermediate shaft J, by which means the diagonal rod will not have
any tendency to strain if the engine be working on bad roads
Figures 34 and 35 show a sectional elevation and transverse section of annular
or concentric tubes for condensing by air. The steam from the exhaust enters the
box X by the tube Q, passes outside the inner tubes V' and inside the outer
tubes V to the box X at the other end of the tubes, and thence with the products
of condensation to the water tanks, or elsewhere, as may be desired, by means of
the tube Q. The atmosphere surrounds the outer tubes, and when the engine is
in motion passes through the inner tubes, which are by preference made bell-
mouthed at ends to better collect the air. It will be seen by this arrangement that
O a greater air surface in any given length and dimensions can be obtained than by
using only one tube in which the steam to be condensed is inside, and air outside
only. When this arrangement is used for tram engines we prefer placing these
tubes on the top of the casing or cab.
Figures 36 and 37 show sectional elevations of a condensing tank U, perforated
by air tubes V¹. The exhaust steam from the cylinders or from the air condenser
on top of cab, &c., Figures 34 and 42, is led by the pipe Q' to the lower part of
the tank U, and is there condensed by contact with the water. If preferred, this

page_text: tank need not be wholly filled with water, but only as far as the perforate
plate Z inserted to prevent the wash of water when the engine is running. Any
steam uncondensed will escape by the pipe q to the chimney or elsewhere, and if
preferred the boiler or other pump can circulate water in the upper portion of this
tank by means of the rose r connected with the pipe leading from pump. The
air after being heated in its passage through tubes V₁ is collected in the portion of
tank at U¹, and from thence passes into the ash pans of the fire box F to supply
all or a portion of the air required for combustion; the supply may be regulated by
a valve u.
Figures 38 and 39 show side elevation and sectional plan of the reversible break
block we prefer using. The block is suspended at ; to the hanging links c,
working on pivot d, and when one face of the block is worn out it is reversed; the
metal we prefer using is cast iron.
Figure 40 is a longitudinal section of top of smoke box N of a boiler B; in the
lower portion of the chimney M, or in upper portion of smoke box is fixed an
annular blast nozzle P, in which slides the taper tube P¹, which tube may be raised
or lowered at pleasure by means of the levers g', so as to decrease or increase the
annular orifice. U¹ shows the ordinary exhaust pipes of engine delivering into
chamber of blast nozzle P. The blower pipe at O conveys the steam from the
boiler into the annular blast nozzle P, which supply pipe O may, if preferred, be
led into either of the exhaust pipes U₁, and be regulated by cock 01 (instead of
delivering direct into the chimney as hitherto), whereby its efficiency is greatly
increased.
Figure 41 is a transverse section of the same annular blast pipe.
The system is applicable to all engines using a blower or annular blast pipe
whether adjustable or not.
Figures 42 and 43 show an outlined side elevation, and end view partly in
section of a tramway locomotive, showing the disposition of condensing
arrangements, &c., we prefer, and a method of utilizing air from a pump for the
various purposes described. A water tank U is placed between the longitudinal
frames G of the engine; this may be a simple water tank or partly traversed by
tubes, as shown in Figure 37, and on top of the cab v is fitted an air condeuser, as
shown in Figure 34, with any number of rows of tubes as may be convenient. The
exhaust steam is led from the cylinders by the pipe U₁ to the valve box N³, from
whence it may be sent into the blast nozzle P or (by shifting the flap of the valve,
see Figure 44), by the pipe Q to the tank X¹, and after traversing the tubes V
descends by the tube Q, shown in dotted lines, to the tank U; or the steam may be
led by the pipe Q (shown in dotted lines) along the top of engine to the box X,
when it will traveise the tubes V in the opposite direction, and return to the
box X¹, from whence it will be led by the pipe Q1 (shown in full lines) to the
tank U. By inserting plate partitions in the box (X or X'), as shown by the dotted
lines Zin Figure 34, the exhaust steam may be made to circulate in opposite
directions before finally arriving at the pipe Q¹.
A separate pump Ps (or the boiler pump may be made available) is fixed to the
tank U or any other convenient place on the engine, and may be worked by means
of an eccentric to the intermediate shaft J, or if no intermediate shaft is used from
any other portion of the reciprocating or revolving portion of the engine, as may be
most convenient. This pump fitted with proper valves and clack boxes will draw
water from the tank U by means of the suction pipe 62, and may at will by suitable
valves or stop cocks actuated by the driver deliver water through the pipes K*
and M² into the boiler B, or by K² and ' into the box X¹, where, if fitted with a
rose, it will assist in condensing the steam. It may also draw water from the
tank U and deliver it into the top of the tank for circulating purposes, as shown on
Figures 36 and 37, by the pipe r¹ and rose r. When the pump is not acting as a
water pump the cocks T2 would be closed and the cocks Ts open. These cocks
may all be worked, if desired, by means of the series of levers, as shown, or may
each be worked by separate levers. The pump would then draw air by means of

page_text: he pipe B, and deliver by the pipe C and F into the ash pan 8, where it would
assist in supporting combustion, or it may pass from C through D³ into a strong
box or receiver of suitable dimensions, as shown at A², where it may be accumu-
ated, and from thence may be led by a pipe E², shown also in Figure 40, into the
blast nozzle P, where it will act as a blower, an important object in tram engines,
and others, where it may be necessary to urge the fire without showing steam. It
will be readily seen without the necessity of showing them that pipes may be led
from the receiver A* to the ash pan s or to tank U₁, Figure 37, or elsewhere, as
desired.
The system here described is applicable to locomotives, &c., whether worked by
an intermediate shaft or otherwise, and if preferred separate pumps may be used for
distributing the water and air.
Figure 44 shows an enlarged sectional elevation of the valve box N referred to
on Figures 42 and 43; as shown by the position of the flap X the exhaust steam
would pass by the pipe U¹ into the blast nozzle, but if in the position shown by the
dotted lines the exhaust steam would pass by the pipe into the condensing
tank X, X', described in Figures 34 and 35, and shown also in Figures 42 and 43,
or the steam may be led from this valve box to the pipe Q, shown in Figures 36
and 37, and so direct to the water tank U, shown in Figures 42 and 43.
Having thus described the nature of our Invention, and the manner of performing
the same, we would have it understood that we claim,-
First. The construction for a locomotive portable or semi-portable type of steam
boiler, with its vertical fire box of a circulai, oval, or curved form in plan, and with
an opening formed therein, across which is secured a flat tube plate flanged around
its circumference, and with the flanges shaped so that they may lie against and be
rivetted, welded, or otherwise secured to the sides or to the sides and top of the
fire box, all around the orifice in a similar manner to that in which the steam dome
is ordinarily secured to the barrel or shell, substantially as described.
Second. The construction of steam boilers, substantially as hereinbefore described
and illustrated at Figures 1 to 20.
Third. The construction of the top of the fire box with radial corrugations,
substantially as described.
Fourth. The construction of the sides of the fire box with vertical corrugations,
substantially as described.
Fifth. The construction of the fire hox of steam boilers with corrugations formed
around them, and with tubes placed at angle across the interior of the box,
substantially as described with reference to Figure 13.
Sixth. The construction of road locomotives and other locomotive engines with a
steam boiler, having circular fire box, and with the cylinders of the engine placed
close to such fire box, and driving an intermediate shaft at the smoke box end, and
which intermediate shaft is coupled to the axle of one pair of driving wheels, with
a diagonal connecting rod, substantially as described and illustrated at Figure 21 ;
also the arrangement shown at Figure 22, in which the cylinders are inverted, and
the intermediate shaft at the fire box end.
Seventh. The construction of road locomotives and other locomotive engines, in
which motion is transmitted from the engine shaft to the axle of the driving wheels
by intermediate gear, and in which springs are employed to connect the body of
the engine with the axle or axle boxes, with the bearings of the engine shaft and
axle carried by a frame which can play vertically to and fro, or with the bearings
otherwise coupled together so that the engine shaft shall rise or fall with the
axle.
Eighth. Connecting a steam pipe from the boiler to the outer chamber of annular
blast nozzles of road locomotives and other steain engines for the purposes described.
Ninth. The construction of condensers for road locomotives and other locomotive
5 engines, substantially as described with reference to Figures 28 and 29, and
Figures 36 and 37.
Tenth. The construction of condensers for road locomotives and other locomotive

page_text: engines with air tubes passing through the steam or water tubes, substantially as
described with reference to Figures 34 and 35.
Eleventh. The application of air compressing apparatus and appliances for
enabling compressed air to be supplied to the blast nozzle or chimney of road
locomotives and other locomotive engines for maintaining the blast when steam is
cut off from the engine; also for being supplied to and allowed to expand in the
air tubes of the air condensers of such locomotives.
Twelfth. Carrying the brake blocks by links supported on pivots at their lower
ends instead of at their upper ends as heretofore.
In witness whereof, I, the said William Lyster Holt, have hereunto sot
my hand and seal, this Twenty ninth day of June, in the year of our Lord
One thousand eight hundred and eighty.
TVOMED HALT M