IMPROVEMENTS IN LOCOMOTIVE ENGINES
Year: 1881

page_text: LETTERS PATENT to William Morgan-Brown, Patent Agent, of 38, Southampton
Buildings, London; for an Invention of "IMPROVEMENTS IN LOCOMOTIVE
ENGINES." A communication from abroad by Frank Marion Stevens and
John H. Pearson, both of Concord, New Hampshire, in the United States
of America.
PROVISIONAL SPECIFICATION left by the said William Morgan-Brown at
the Office of the Commissioners of Patents on the 23rd August 1881.
WILLIAM MORGAN-BROWN, Patent Agent, of 38, Southampton Buildings, London.
"IMPROVEMENTS IN LOCOMOTIVE ENGINES." [A communication from abroad by
Frank Marion Stevens and John H. Pearson, both of Concord, New Hampshire,
in the United States of America.]
This Invention relates to improvements in locomotive engines, and has for its
object such a construction and arrangement of parts as to place the engine between
the water-tank and boiler, the tank, boiler, and engine being all supported on one
frame, whereby the adhesion of the wheels of the locomotive to the track is
increased.
This arrangement of parts enables the engineer's-cab to be placed in front of the
boiler and smoke-pipe, where the engineer has a clear and unobstructed view of the
track, and in such position has all the valve mechanism immediately under his
inspection and control.
The water-tank in front of the engineer's-cab affords protection for the latter and
its inmates in case of accident, and by making the water-tank cylindrical or
elliptical in cross section it is possible to cheapen its construction, for flanging or
bending of angle-irons or staying of flat surfaces is thus avoided; and it is possible
also with the construction herein described to reduce the weight of the boiler, and
the shape given to it is that which is capable of withstanding greatest strain with
a given amount of metal.
In order to cause the smoke in the smoke-pipe to rise as high as possible above
the train, the said pipe has been provided with an annular casing leaving a steam
space between the pipe and casing into which exhaust steam from the engine.
cylinders is led by a suitable pipe.

page_text: The said exhaust steam is free to pass out from the said space through an
annular opening surrounding the top of the smoke pipe, and in the form of an
annulal layer it surrounds the smoke as it leaves the smoke-pipe and blows it
upward.
The upper part and rear end of the boiler is enclosed in a metal jacket, which is 5
of such size as to leave between the upper side of the boiler and jacket a return
flue or space through which the products of combustion pass after having passed
under the boiler.
The feed-water pipe as well as the steam pipe are extended into this flue, and
are thus acted upon by the heated gases to enable the water to be heated before 1
entering the boiler, and the steam to be superheated to a certain extent.
The Invention also relates to the valve mechanism employed, and has for its
object to provide a valve mechanism which shall have the inlet and exhaust ports
opened and closed at the proper times by means of a valve of sufficient length, and
so shaped as to extend into both the inlet and the exhaust chambers, the surfaces
of the said valve to bear against movable seats in the said chambers, the seats
being provided with suitable ports.
The valve for opening and closing the inlet and exhaust ports, as described, is so
supported as to be moved longitudinally in one or the other direction at the proper
times, to admit steam to run the locomotive forward or backward, or to close the 2
inlet ports to prevent the admission of steam, while the exhaust ports may be
opened.
The Invention consists in the hereinafter described improved locomotive, it
including a frame-work to receive both the water tank and boiler, the driving
wheels and bogie-truck, the water tank located on the frame-work in front of the 2
driving-wheels and engines cylinders, an engineer's-cab next the water-tank, and a
boiler at the rear of the said intermediate cab, the fire-box door of the boiler being
in the engineer's-cab, and a pair of engine cylinders, the latter being located
between the boiler and water-tank.
Also in a locomotive the steam chest and exhaust steam pipe extended there- 3
from through or above the cab, combined with the smoke pipe and its surrounding
casing to form a steam space, the said pipe delivering the exhaust steam into the
said space, from which it escapes about the top of the smoke stack to carry up the
smoke.
Also in a locomotive valve mechanism live and exhaust steam chests in line 3
with each other, the former being provided with two inlet and the latter with two
movable exhaust valve-seats and ports, combined with a rotating longitudinally-
movable valve extended into both the said chests, and provided with openings to
admit steam into the engine cylinder to run the engine forward or backward, and
with other openings to control the escape of exhaust steam.
Also in a locomotive valve mechanism live and exhaust steam chests in. line
with each other, the former being provided with two inlet and the latter with two
exhaust valve seats and ports, combined with a rotating longitudinally movable
valve extended into both the said chests, and provided with openings to admit
steam into the engine cylinder to run the engine forward or backward, and with
other openings to control the escape of exhaust steam, and with an independent
exhaust steam pipe to conduct the exhaust steam into the annular chamber
surrounding the smoke stack or chimney.
Also the live steam chest and the two movable valve seats therein having stems
extended outward, and acted upon by live steam to force them toward the
rotating valve, combined with the said valve.
Also the rotating valve and the exhaust steam chest combined with the two
movable valve seats having shoulders to be acted upon by live steam in the cylinder,
the said seats therein having their stems or rear ends uncovered and extended
outward through bearings, where they are exposed to the action of atmospheric {
pressure.
Also in a valve mechanism for engines a live steam chest provided at opposite

page_text: sides with movable ported seats, combined with a rotating and longitudinally.
reciprocating valve provided with a spiral opening to cooperate with the said seats
and cut off the admission of steam into the cylinder at the desired time with
relation to the stroke of the piston.
Also the live and exhaust steam chests, the moveable valve seats, and the
rotating longitudinally reciprocating sleeve-like valve extended into both chests,
and provided with openings or passages to control the admission of steam into the
cylinder, both to run the locomotive forward or backward and to control the escape.
of exhaust steam, combined with the rotating shaft, upon which the said sleeve-like
valve is feathered to slide, and with a piston and piston rod and intermediate:
connections to reciprocate the valve on the said shaft.
Also the sleeve-like valve, and live and exhaust steam chests into which it is
extended, and movable valve chests in the said cheats, and the valve rotating shaft.
provided with cranks at each end, combined with the driving wheels, its piston
operating crank pins, the auxiliary cranks supported thereby and extended toward
the centre of the driving wheels, the connecting rods, pivotted levers, and links
between the auxiliary cranks and cranks at the ends of the valve rotating shaft.
This Invention is an improvement on a former Patent dated 28th September
1880, No. 3921.
In this Invention the main frame work of the machine is of such length and
shape as to support the water-tank at its front end directly over the bogie-truck,
the latter being of any usual construction, and also the engineer's-cab, the boiler,
and its jacket or setting.
The feed water pipe which supplies the boiler with water is connected with the
water-tank, led under the floor or foot-board in the engineer's-cab, thence up in
front of the boiler, where it in practice will, be joined with any usual or suitable boiler
feeder, not necessary to be herein shown, and from that point a continuation of the
said feed-water pipe is extended through the return flue formed between the boiler
and its jacket, and is connected with the rear end of the boiler, the water in the
said feed water pipe being heated in its passage through that part of the pipe
exposed to the products of combustion passing from the combustion chamber along
said return flue to the smoke pipe.
By making the water-tank cylindrical, or nearly so, it is possible to avoid
flanging or bending the metal, the use of angle-irons, and also avoid staying
flat surfaces, as is now the case with locomotives water-tanks as heretofore
constructed.
A cylindrical or oval vessel is capable of withstanding the greatest strain in
proportion to the thickness of metal used, and this principle is here made
available.
The boiler and its circulating water tubes are and will be as in my
heretofore referred to.
Patent
This boiler is encased or enclosed within the metal jacket or setting which forms
the combustion chamber, the bottom and sides of which in practice will be lined
with suitable fire-brick or refractory material, the end of the setting not necessarily
being so lined.
The setting is made of sufficient size to leave above the boiler a return flue for
the passage of the products of combustion from the combustion chamber, the fuel
supporting combustion being supplied to the fire box through a door opening into
the engineer's-cab.
The end of the setting has two doors or slides for the insertion therein of a
suitable tool by which to remove any soot, ashes, or cinders which may lodge on the
boiler or in the combustion chamber.
The steam generated in the boiler rises therefrom through suitable passages into
the steam pipe, and thence passes along its continuation into inlets leading to the
steam chests and to the engine cylinders, the said pipe being provided if desired
with the usual throttle valve.
The steam pipe and passages leading from the boiler thereto are located in the
:

page_text: return flue, and are thus subjected to the action of the heated products of com-
bustion, by which means the steam is thoroughly dried and partially superheated.
The cylinders of suitable construction are connected by means of the cylinder
bed plate.
The cylinder at its top has two live steam or inlet ports to conduct steam into
the said cylinder in front and then at the rear of the piston head, and it also has
two exhaust steam ports to permit the passage of exhaust steam from the said
cylinder at the proper time.
The live steam ports at their upper ends are in communication with the live
steam chest, it being supplied through an inlet passage with steam taken from the
steam boiler or generator.
The exhaust ports are in communication at their upper ends with the exhaust
steam chest.
These two chests have their contiguous ends packed steam tight by packing held
in place by a suitable metallic ring or collar.
The live and exhaust steam chests placed end to end have made through them
in line a series of circular openings to receive a rotating valve, and from for it
suitable bearings at proper points.
Portions of the live steam chest are made enough larger than the valve to permit
free passage of steam into chest, and from the said chest into the steam ports when
the valve is in position to admit steam into the said ports.
The exhaust steam chest is also made enough larger in area than the valve to
permit the free escape of exhaust steam from the cylinder through the exhaust
ports and up along the exhaust pipe into a casing surrounding the smoke stack or
chimney, so as to leave a steam space between the said stack and casing having an
annular mouth to permit the escape of exhaust steam into the atmosphere, the said
exhaust steam as it escapes from the annular mouth of the space about the central
opening of the smoke pipe acting to project the smoke upward and in a measure to
stimulate the draft.
In the live steam chests are placed movable ported seats.
The acting fices of these seats are extended into the chest far enough to bear
against that part of the valve opposed to them.
The joint between the shank of each valve seat and the chest is provided with a
stuffing box.
To counteract the outward pressure of the live steam on the faces of the seat
the shank of each seat is extended outward through a suitable box in a bearing,
and covered at its outward or rear end with a chambered cap having joined with it
a steam conducting pipe in communication with the chest or other supply for live
steam.
When the valve is acting to prevent the admission of steam into the parted inlet
valve seats only small parts of the faces of the said seats are exposed to the action
of live steam in the steam chest, and pressed outward thereby.
While the valve is in this position this outward pressure is a little more than
counter balanced by the pressure of live steam against the outward ends of the
shanks of the seats, and a tight joint is thus maintained between the faces of the
seats and the valve, a thing that cannot be accomplished when the valve seat is
fixed relatively to a rotating valve.
When the valve is moved longitudinally and rotated together with its shaft to
admit live steam into the ported seats and thence into the ports, the outward
pressure of the ported seats is increased by the increase of area then exposed to
steam in the chest, and to compensate for this an annular space is left between
the seat and the bearing around the shank of the seat, into which steam from the
chamber is permitted to enter.
The ports leading through the seats into the ports are alternately opened and
closed by the rotation of the valve when the valve is in such position longitudinally
as to admit steam, and the quantity of live steam admitted during each rotation of
the valve while the locomotive is being run_forward is made to depend upon the

page_text: longitudinal position of the valve in the live steam chest, and the location with
relation to the moveable valve seats therein of a spiral opening, which is extended
substantially half way around the said valve, the said spiral opening during the
rotation of the valve cutting off the admission of steam into the said seats and ports
sooner or later during the stroke of the piston, as may be required.
The opening to admit steam for backing the locomotive is extended substantially
half way about the opposite side of the valve at a short distance along the said
valve axially.
This opening is of uniform width, as in most cases it is not considered necessary
to vary the cut off of the steam while running backward, but if it be desired to at
that time vary the cut off then the opening may be made spiral.
The valve is made as a long sleeve extended through both the live and exhaust
steam chests, and is provided with openings or spaces before mentioned, and with
openings or spaces located on that part of the valve enclosed within the exhaust
steam chost.
The uncut or the cylindrical portions of the valve are of the same diameter, and
rotate in contact with the valve-seats, and slide over the said seats in the bearings
made for the said valve in the chests as the valve is moved longitudinally.
The cylindrical or uncut portions of the valve, according to the longitudinal
position of the said valve in the said chests, act to either entirely or more or less
close or uncover for a longer or shorter time the valve seats and ports, by which
steam is admitted to the cylinder, or by which it is permitted to escape therefrom.
The full or uncut portion of the valve opens and closes the valve seats leading
into the admission ports when the locomotive is running forward, the full or uncut
portion then opening and closing the openings in the valve seats communicating
with the exhaust ports.
The full or uncut portion opens and closes the valve seats leading to the live
steam ports when running backward.
The movable seats placed in the exhaust steam chest, and having their shanks
of greater or less area or diameter, are extended outward through suitable stuffing
boxes in bearings, and are then exposed to atmospheric pressure to thus obviate
undue pressure of the faces of the seats against the opposed parts of the valve
owing to action of live steam within the cylinder against the said seats.
The amount of inward pressure of each valve seat is herein regulated substan-
tially by the area of the shouldered surface of the said seats exposed to the action
of live steain from the cylinder, it being admitted into the annular passage between
the shank and seat,
The full or uncut surface, the valve being in the position, prevents the passage
of steam from the live steam chest into the cylinder.
This construction may however be varied, as, for instance, the spiral opening
may be prolonged in the direction of the axis of the valve to a point nearer the
opening.
This would make a quicker cut off, but under such construction it would be
necessary to shut off steam by the usual throttle.
Thus far only the valve mechanism at the left hand side for controlling the
admission of steam into and from the one cylinder has been described, but it will
be understood to control the admission of steam into and from the other cylinder
that the part of the valve (it being also made as a sleeve, and preferably as a one
piece continuation of the valve) must be provided with a like series of openings or.
spaces and full or uncut portious to control the admission of live steam through
like movable seats into the cylinder, and its exit therefrom through the like
exhaust ports and seats.
In order to utilize one sleeve for the two valves in the two engine cylinders, and
have them, by moving longitudinally together in unison, bring into proper position
its various openings and spaces to admit live steam into each cylinder, both to run
the locomotive forward and backward, as desired, or to completely cut off the
admission of steam into either cylinder, the openings and spaces of the one valve

page_text: have to be made in a different order from that of the other valve, and the spaces
or openings of the first valve commence and end at points 90° beyond the com-
mencement and ending of like spaces or openings of the other valve, such provision
corresponding to the usual arrangement of cranks for obviating a dead point.
The valves are feathered upon the rotating shaft, mounted at its ends in suitable
bearings provided with stuffing boxes, the said bearings and boxes being shown as
connected with the exhaust steam chests.
This shaft has attached to its opposite ends cranks set at about 90° apart, and
their pins receive links, which are joined with the upper ends of levers pivotted at
the lower ends of the said levers, having pivotted to them connecting rods attached
to their rear ends to pins or wrists of an auxiliary crank, it being attached to the
usual crank pin of the driving wheel, and having its crank pin carried near the
centre of the said driving wheel than is the said crank pin to thus reduce the throw
of the connecting rod.
The crank pin would give too much throw to the devices employed to rotate the
shaft, and consequently it could not be used for that purpose, but to utilize it in a
measure and avoid attaching another crank pin outside the driving wheel the said
crank pin is applied to the auxiliary crank, thus enabling in a very simple manner
the shaft to be rotated by a connection outside the driving wheel.
The cranks at each end of the shaft are connected by like devices with the two
driving wheels, one only however being shown.
The sleeve composing the valves has a groove to receive a fork, connected with
a slide bar attached by arms to a piston rod, the piston of which is placed within
a reversing cylinder.
This cylinder has pipes connected with its heads, and the said pipes are joined
with the shell of a fourway cock having connected with it a live steam pipe and
an exhaust steam pipe.
When it is desired to shift the valves it is only necessary to turn the four-way
cock and admit steam into one of the pipes, according to the direction in which it
is desired to move the said valves.
Steam in the reversing cylinder in advance of the piston will escape through
one, or the other of the said pipes and a proper passage of the cock into the exhaust
pipe.
The engineer's-cab will have in it a foot-board or platform, on which the engineer
and the fireman may stand.
All the valve mechanism, and means to shift it to start the locomotive forward,
stop, or reverse it is contained in the said cab under the immediate control of the
engineer, and he occupying a position in front of the boiler and sınoke-pipe has,
through the cab windows, an unobstructed view of the track.
The coal-bunkers are located at each side forward of the setting or casing,
and open into the engineer's-cab.
Instead of the particular form of boiler or steam generator herein shown any
other usual or suitable boiler might be employed.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said William Morgan-Brown in the Great Seal Patent Office on the
22nd February 1882.
WILLIAM MORGAN-BROWN, Patent Agent, of 38, Southampton Buildings, London.
"IMPROVEMENTS IN LOCOMOTIVE ENGINES." A communication from abroad by
Frank Marion Stevens and John H. Pearson, both of Coincord, New Hampshire,
in the United States of America.
This Invention relates to improvements in locomotive engines, and has for its
object such a construction and arrangement of parts as to place the engine between
the water-tank and boiler, the tank, boiler, and engine being all supported on one
frame, whereby the adhesion of the wheels of the locomotive to the track is
increased.
This arrangement of parts enables the engineer's-cab to be placed in front of the
boiler and smoke-pipe where the engineer has a clear and unobstructed view of
the track, and in such position has all the valve mechanism immediately under his
inspection and control.
The water-tank in front of the engineers-cab affords protection for the latter
and its inmates in case of accident, and by making the water-tank cylindrical or
elliptical in cross section it is possible to cheapen its construction, for flanging or
bending of angle irons or staying of flat surfaces is thus avoided; and it is possible
also with the construction herein described to reduce the weight of the boiler, and
the shape given to it is that which is capable of withstanding greatest strain with
a given amount of metal.
In order to cause the smoke in the smoke pipe to rise as high as possible above
the train, the said pipe has been provided with an annular casing leaving a steam
space between the pipe and casing, into which exhaust steam from the engine
cylinders is led by a suitable pipe.
The said exhaust steam is free to pass out from the said space through an
annular opening surrounding the top of the smoke pipe, and in the form of an
annular layer it surrounds the smoke as it leaves the smoke pipe and blows it
upward.
The upper part and rear end of the boiler is enclosed in a metal jacket, which
is of such size as to leave between the upper side of the boiler and jacket a return
Blue or space through which the products of combustion pass after having passed
under the boiler.
The feed water pipe as well as the steam pipe are extended into this flue, and
are thus acted upon by the heated gases to enable the water to be heated before
entering the boiler, and the steam to be superheated to a certain extent.
The Invention also relates to the valve mechanism employed, and has for its
object to provide a valve mechanism which shall have the inlet and enhaust ports
opened and closed at the proper times by means of a valve of sufficient length, and
so shaped as to extend into both the inlet and the exhaust chambers, the surfaces
of the said valve to bear against moveable seats in the said chambers, the seats
being provided with suitable ports.
The valve for opening and closing the inlet and exhaust ports as described is
so supported as to be moved longitudinally in one or the other direction at the
proper times to admit steam to run the locomotive forward or backward, or to
close the inlet ports to prevent the admission of steam while the exhaust ports
may be opened.
The Invention consists in the hereinafter described improved locomotive, it
including a frame-work to receive both the water tank and boiler, the driving

page_text: wheels and bogie truck, the water tank located on the frame work in front of the
driving wheels and engine cylinders, an engineers cab next the water tank, and a
boiler at the rear of the said intermediate cab, the fire box door of the boiler
being in the engineers cab and a pair of engine cylinders, the latter being located
between the boiler and water tank.
Also in a locomotive the steam chest and exhaust steam pipe extended there-
from through or above the cab combined with the smoke pipe and its surrounding
casing to form a steam space, the said pipe delivering the exhaust steam into
the said space, from which it escapes about the top of the smoke stack to carry up
the smoke.
Also in a locomotive valve mechanism live and exhaust steam chests in line with
cach other, the former being provided with two inlet and the latter with two
movable exhaust valve seats and ports, combined with a rotating longitudinally
moveable valve extended into both the said chests, and provided with openings to
admit steam into the engine cylinder to run the engine forward or backward, and
with other openings to control the escape of exhaust steam.
Also in a locomotive valve mechanism, live and exhaust steam chests in line
with each other, the former being provided with two inlet and the latter with two
exhaust valve seats and ports combined with a rotating longitudinally moveable
valve extended into both the said chests, and provided with openings to admit
steam into the engine cylinder to run the engine forward or backward, and with
other openings to control the escape of exhaust steam, and with an independent
exhaust steam pipe to conduct the exhaust steam into the annular chamber
surrounding the smoke stack or chimney.
Also the live steam chest and the two movable valve seats therein, having
stems extended outward and acted upon by live steam to force them toward the
rotating valve combined with the said valve.
Also the rotating valve and the exhaust steam chest combined with the two
movable valve seats having shoulders to be acted upon by live steam in the
cylinder, the said seats therein having their stems or rear ends uncovered and
extended outward through bearings where they are exposed to the action of
atmospheric pressure.
Also in a valve mechanism for engines, a live steam cheat provided at opposite
sides with movable ported seats combined with a rotating and longitudinally
reciprocating valve, provided with a spiral opening to cooperate with the said
seats and cut off the admission of steam into the cylinder at the desired time with
relation to the stroke of the piston.
Also the live and exhaust steam chests, the moveable valve seats, and the
rotating longitudinally reciprocating sleeve like valve extended into both chests,
and provided with openings or passages to control the admission of steam into the
cylinder, both to run the locomotive forward or backward and to control the
escape of exhaust steam combined with the rotating shaft upon which the said
sleeve like valve is feathered to slide, and with a piston and piston rod and
intermediate connections to reciprocate the valve on the said shaft.
Also the sleeve like valve and live and exhaust steam chests into which it is
extended, and movable valve seats in the said chests, and the valve rotating shaft
provided with cranks at each end, combined with the driving wheels, its piston
operating crank pins, the auxiliary cranks supported thereby and extended toward
the centre of the driving wheels, the connecting rods, pivoted levers, and links
between the auxiliary cranks and cranks at the ends of the valve rotating shaft i
substantially as described; Figure 1 represents a side elevation of this improved
locomotive; Figure 2, a plan or top view thereof, the engineers cab and coal bunkers
being shewn in double dotted lines, the flooring of the cab being omitted to show
parts of the locomotive apparatus below it, part of the jacket for the boiler,
itself being broken out at the top; Figure 3, a vertical longitudinal section
of the parts shown in Figure 1, the head light being omitted from the water
tank, and but few of the circulating tubes of the boiler being shown; Figure 4

page_text: represents the improved valve mechanism in longitudinal horizontal section; Figure
5, a front end view thereof; Figure 6, a vertical section on the dotted line y, y,
Figure 4, the top of the steam chest removed in the said Figure being here shown;
Figure 7 is a vertical section of Figure 4 on the line g, g, the parts removed from
Figure 4 above its section line being however added; Figure 8 is a plan view,
showing the connecting mechanism to impart rotary motion to the valve rotating
shaft; and Figure 9 is a diagram in side elevation showing the connection between
the driving wheel and the rotating shaft.
This Invention is an improvement on a former Patent, dated 28th September
1880, No. 3921.
In this Invention the main frame work B of the machine is of such length and
shape as to support the water tank W at its front end directly over the bogie
truck B', the latter being of any usual construction, and also the engineers cab H',
the boiler N, and its jacket or setting S.
The feed water pipe L, see Figures 2 and 3, which supplies the boiler N with
water, is connected with the water tank, led under the floor or foot board in the
engineers cab, thence up in front of the boiler, where it in practice will be joined with
any usual or suitable boiler feeder not necessary to be herein shown, and from that
point a continuation of the said feed water pipe is extended through the return
flue M, formed between the boiler N and its jacket S, and is connected with the rear
end of the boiler, the water in the said feed-water pipe L¹ being heated in its
passage through that part of the pipe exposed to the products of combustion passing
in the direction of the arrows, Figure 4, from the combustion chamber O, along said
return flue to the smoke pipe P.
By making the water tank cylindrical or nearly so, it is possible to avoid
flanging or bending the metal, the use of angle irons, and also avoid staying Hat
surfaces, as is now the case with locomotives water tanks as heretofore constructed.
A cylindrical or oval vessel is capable of withstanding the greatest strain in
proportion to the thickness of metal used, and this principle is here made available.
The boiler N and its circulating water tubes R, some of which are shown in
section, Figure 3, are and will be as in my Patent heretofore referred to.
This boiler is encased or enclosed within the metal jacket or setting S, which
forms the combustion chamber O, the bottom and sides of which in practice will be
lined with suitable fire brick or refractory material, the end of the setting at the
right of Figure 4 not necessarily being so lined.
The setting is made of sufficient size to leave above the boiler a return flue M
for the passage of the products of combustion from the combustion chamber O,
the fuel supporting combustion being supplied to the fire box O through a door 2
opening into the engineers cab H₁, see Figure 3.
The end of the setting S has two doors or slides, 3, 4, for the insertion therein of
a suitable tool by which to remove any soot, ashes, or cinders which may lodge on
the boiler or in the combustion chamber.
The steam generated in the boiler rises therefrom through suitable passages into
the steam pipe T, and thence passes along its continuation T¹ into inlets Y, Y¹,
leading to the steam chests and to the engine cylinders, the said pipe being provided,
if desired, with the usual throttle valve.
The steam pipe and passages leading from the boiler thereto are located in the
return flue M, and are thus subjected to the action of the heated products of com-
bustion, by which means the steam is thoroughly dried and partially superheated.
Figures 4 and 9 show the valve mechanism and engine part of the locomotive and
their connection with the driving wheels.
The cylinders A, A¹, of suitable construction are connected by means of the
cylinder bed plate A³.
The cylinder A at its top has two live steam or inlet ports a, b, to conduct steam
into the said cylinder in front, and then at the rear of the piston head, and it also
has two exhaust steam ports c, d, to permit the passage of exhaust steam from the
said cylinder at the proper time.

page_text: The live steam ports a, b, at their upper ends are in communication with the live
steam chest e, it being supplied through the inlet passage Y, see Figure 6, with
steam taken from the steam boiler or generator N.
The exhaust ports c, d, are in communication at their upper ends with the
exhaust steam chest f.
These two chests e, f, have their contiguous ends packed steam tight by
packing g held in place by a suitable metallic ring or collar h.
The live and exhaust steam chests placed end to end have made through them in
line a series of circular openings to receive the rotating valve C, and form for it
suitable bearings at proper points, as designated in Figure 4.
Portions of the live steam chest e are made enough larger than the valve to
permit free passage of steam into the chest e, and from the said chest into the
ports a, b, when the valve is in position to admit steam into the said ports.
The exhaust steam chest f is also made enough larger in area than the valve C,
to permit the free escape of exhaust steam from the cylinder through the exhaust
-horts c, d, and up along the exhaust pipe i; see Figures 2, 3, 5, and 7, into a
casing F surrounding the smoke stack or chimney, so as to leave a steam space 5
'between the said stack and casing, having an annular mouth to permit the escape
of exhaust steam into the atmosphere, the said exhaust steam as it escapes from
the annular mouth of the space 5 about the central opening of the smoke pipe,
acting to project the smoke upward, and in a measure to stimulate the draft.
In the live steam chest e are placed movable ported seats j, k, one being shown
in longitudinal horizontal section, Figure 4.
The acting faces of these seats are extended into the chest e far enough to bear
against that part of the valve C opposed to them.
The joint between the shank of each valve seat and the chest e, is provided with
a stuffing box 2.
To counteract the outward pressure of the live steam on the faces of the seats j, k,
the shank of each seat is extended outward through a suitable box in a bearing 1,
and covered at its outward or rear end with a chambered cap, having joined with
it a steam conducting pipe m, see Figure 7, in communication with the chest e or
other supply for live steam.
When the valve C is in the position designated in Figure 4, it then acting to
prevent the admission of steam into the ported inlet valve seats, only small parts
of the faces of the said seats are exposed to the action of live steam in the steam
chest e, and pressed outward thereby.
While the valve C is in this position, this outward pressure is a little more than
counterbalanced by the pressure of live steam against the outward ends of the
shanks of the seats, and a tight joint is thus maintained between the faces of the
seats and the valve, a thing that cannot be accomplished when the valve seat is
fixed relatively to a rotating valve.
When the valve is moved longitudinally and rotated together with its shaft L to
admit live steam into the ported seats j, k, and thence into the ports b, c, the
outward pressure of the ported seats is increased by the increase of area then
exposed to steam in the chest e, and to compensate for this an annular space n is
left between the seat and its bearing 1, around the shank of the seat into which
steam from the chamber e is permitted to enter.
The ports leading through the seats j, k, into the ports a, b, are alternately
opened and closed by the rotation of the valve, when the valve is in such position
longitudinally as to admit steam, and the quantity of live steam admitted during
each rotation of the valve while the locomotive is being run forward is made to
depend upon the longitudinal position of the valve C in the live steam chest e, and
the location with relation to the movable valve seats therein of the spiral
opening o, which is extended substantially half way around the said valve, the said
spiral opening during the rotation of the valve cutting off the admission of steam
into the said seats and ports a, b, sooner or later during the stroke of the piston, as
may be required.

page_text: The opening p to admit steam for backing the locomotive is extended substan-
tially half way, about the opposite side of the valve, at a short distance along the
said valve axially.
This opening is of uniform width, as in most cases it is not considered necessary
to vary the cut off of the steam whilst running backward, but if it be desired to at
that time vary the cut off, then the opening p may be made spiral.
The valve C is made as a long sleeve extended through both the live and exhaust
steam chests, and is provided with the openings or spaces o and p, as described,
and with openings or spaces q, r, the latter being located on that part of the valve
enclosed within the exhaust steam chest.
The uncut or the cylindrical portions of the valve C are of the same diameter,
and rotate in contact with the valve seats, and slide over the said seats in the
bearings made for the said valve in the chests e, f, as the valve is moved
longitudinally.
"
The cylindrical or uncut portions of the valve according to the longitudinal
position of the said valve in the said chests act to either entirely or more or less
close or uncover for a longer or shorter time the valve seats and ports by which
steam is admitted to the cylinder, or by which it is permitted to escape therefrom.
The full or uncut portions of the valve C opens and closes the valve seats
leading into the admission ports when the locomotive is running forward, the full
or uncut portion u then opening and closing the openings in the valve seats com-
municating with the exhaust ports c, d.
The full or uncut portion t opens and closes the valve seats leading to the live
steam ports a, b, when running backward.
The movable seats w, x, placed in the exhaust steam chest, and having their
shanks F, G, of greater or less area or diameter, are extended outward through
suitable stuffing boxes in bearings E, D, and are there exposed to atmospheric
pressure to thus obviate undue pressure of the faces of the seats against the opposed
parts of the valve owing to the action of live steam within the cylinder against the
said seats.
The amount of inward pressure of each valve seat w and x is herein regulated,
substantially by the area of the shouldered surface of the said seats exposed to the
action of live steam from the cylinder, it being admitted into the annular passage H
between the shank and seat.
The full or uncut surface 8, the valve C being in the position shown in Figure 4,
prevents the passage of steam from the live steam chest into the cylinder A.
This construction may however be varied, as for instance the spiral opening o
may be prolonged in the direction of the axis of the valve to a point nearer the
opening p.
This would make a quicker cut off, but under such construction it would be
necessary to shut off steam by the usual throttle.
Thus far only the valve mechanism at the left hand side of Figure 1 for
controlling the admission of steam into and from the cylinder A has been described,
but it will be understood to control the admission of steam into and from the
cylinder A' that the part C₁ of the valve (it being also made as a sleeve and
preferably as a one piece continuation of valve C) must be provided with a like
series of openings or spaces, and full or uncut portions to control the admission of
live steam through like moveable seats into the cylinder A', and its exit therefrom
through the like exhaust ports and seats.
At the right of Figure 4 the various parts corresponding with those already
described at the left of Figure 4 are marked with the same letters accompanied
with a dash or "prime mark," as for instance the parts a and a³, b and b¹ are
alike.
In order to utilize one sleeve for the two valves C, C', in the two engine
cylinders A, A, and have them by moving longitudinally together in unison bring
into proper position its various openings and spaces to admit live steam into each
cylinder A, A, both to run the locomotive forward and backward as desired, or to

page_text: completely cut off the admission of steam into either cylinder A or A'; the
openings and spaces of valve C₁ have to be made in a different order from that
shown in valve C, as will be seen by an inspection of the valve O' at the right
hand of Figure 4, and it will also be noticed that the spaces or openings of the
valve commence and end at points 90° beyond the commencement and ending
of like spaces or openings of the valve C, such provision corresponding to the usual
arrangement of cranks for obviating a dead point.
The valves C, C', are feathered upon the rotating shaft L, mounted at its ends
in suitable bearings provided with stuffing boxes, the said bearings and boxes being
shewn as connected with the exhaust steam chests.
This shaft has attached to its opposite ends cranks a², a³, set at about 90° apart,
and their pins receive links bs which are joined with the upper ends of levers c²
pivoted at d, the lower ends of the said levers having pivoted to them connecting
rode attached at their rear ends to pins or wrists of an auxiliary crank g³, it
being attached to the usual crank pin h³ of the driving wheel, and having its
crank pin carried nearer the centre of the said driving wheel than is the said
crank pin h³ to thus reduce the throw of the connecting rod e³.
The crank pin h³ would give too much throw to the devices employed to rotate
the shaft L, and consequently it could not be used for that purpose; but to utilize
it in a measure and avoid attaching another crank pin outside the driving wheel,
the said crank pin is applied to the auxiliary crank, thus enabling in a very
simple manner the shaft L to be rotated by a connection outside the driving
wheel.
The cranks at each end of the shaft L are connected by like devices with the
two driving wheels, one only however being shown in Figure 8.
The sleeve composing the valves C, C¹, has a groove G to receive a fork 7 con-
nected with a slide bar 8 attached by arms 9 to a piston rod 10, the piston 12 of
which is placed within a reversing cylinder 13.
This cylinder has pipes 14, 15, connected with its heads, and the said pipes are
joined with the shell of a four way cock 16, having connected with it a live steam
pipe 17 and an exhaust steam pipe 18.
When it is desired to shift the valves C, C¹, it is only necessary to turn the four
way-cock, and admit steam into one of the pipes 14 or 15 according to the direction
in which it is desired to move the said valves.
Steam in the reversing cylinder in advance of the piston 12 will escape through
one or the other of the said pipes 14 or 15, and a proper passage of the cock 16
into the exhaust pipe.
The engineers cab H' will have in it a foot board or platform 16, shown in
section, Figure 3, on which the engineer and the fireman may stand.
All the valve mechanism and means to shift it to start the locomotive forward,
stop or reverse it, is contained in the said cab under the immediate control of the
engineer, and he occupying a position in front of the boiler and smoke pipe has
through the cab windows 8 an unobstructed view of the track.
The coal bunkers lettered C, B, Figure 2, are located at each side forward of the
setting or casing S, and open into the engineers cab.
Instead of the particular form of boiler or steam generator herein shown, any
other usual or suitable boiler might be employed; X is a safety valve.
Having now described and particularly set forth the nature of the said Invention
and the manner of carrying the same into effect, I would have it understood that
what I claim is,―
1st. The herein described improved locomotive, it including a frame work
to receive both the water tank and boiler, the driving wheels and bogie truck,
the water tank located on the frame work in front of the driving wheels, and
engine cylinders, an engineers cab next the water tank, and a boiler at the rear of
the said intermediate cab, the fire box door of the boiler being in the engineers
cab, and a pair of engine cylinders, the latter being located between the boiler and
water tank, substantially as shown and described.

page_text: 2nd. In a locomotive the steam chest and pipe i extended therefrom through or
above the cab combined with the smoke pipe and its surrounding casing to form a
steam space 5, the pipe i delivering the exhaust steam into the said space 5,
from which it escapes about the top of the smoke, substantially as described.
3rd. In a valve mechanism independent live and exhaust steam chests in line
with each other, the former being provided with two inlet and the latter with two
exhaust valve seats and movable ports combined with a rotating longitudinally
movable valve extended into both the said chests and provided with openings to
admit steam into the engine cylinder to run the engine forward or backward,
and with other openings to control the escape of exhaust steam, substantially as
described.
4th. In a valve mechanism live and exhaust steam chests in line with each other,
the former being provided with two inlet and the latter with two exhaust valve
seats and ports, combined with a rotating longitudinally movable valve extended
into both the said chests, and provided with openings to admit steam. into the
engine cylinder to run the engine forward or backward, and with other.openings
to control the escape of exhaust steam, and with an independent exhaust steam
pipe to conduct the exhaust steam into the annular chamber surrounding the
smoke stack or chimney, as set forth.
5th. The live steam. chest and the two movable valve seats therein, having
stems extended outward and acted upon live steam to force them toward the
rotating valve combined with the said valve, substantially as described.
6th. The rotating valve and the exhaust steam chest combined with the two
movable valve seats having shoulders to be acted upon by live steam in the
cylinder, the said seats therein having their stems or rear ends uncovered and
extended outward through bearings where they are exposed to the action of
atmospheric pressure to operate, substantially as described.
7th. In a valve mechanism for engines a live steam chest provided at opposite
sides with movable ported seats combined with a rotating and longitudinally
reciprocating valve provided with a spiral opening oto cooperate with the said
seats and cut off the admission of steam into the cylinder at the desired time with
relation to the stroke of the piston, substantially as described.
8th. The live and exhaust steam chests, the movable valve seats, and the
rotating longitudinally reciprocating sleeve like valve extended into both chests,
and provided with openings or passages to control the admission of steam into the
cylinder both to run the locomotive forward or backward and to control the
escape of exhaust steam combined with the rotating shaft upon which the said
sleeve like cam is feathered to slide, and with a piston and piston rod and
intermediate connections to reciprocate the valve on the said shaft, substantially as
described.
9th. The sleeve like valve and live and exhaust steam chests into which it is
extended, and movable valve seats in the said chests, and the valve rotating
shaft L provided with cranks at each end combined with the driving wheel, its
piston operating crank pins, the auxiliary cranks supported thereby and extended
toward centres of the driving wheels, the connecting rod, the pivoted lever, and
the links between the auxiliary cranks and cranks at the ends of the valve rotating
shaft, the combination being and operating substantially as described.
In witness whereof, I, the said William Morgan-Brown, have hereunto set my
hand and seal, this Twenty first day of February, in the year of our Lord
L