INVENTIONS OR IMPROVEMENTS IN STEAM ENGINES, AND IN MACHINERY FOR PROPELLING VESSELS
Year: 1847

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, STOPFORD
THOMAS JONES, late of 7, Stamford Street, in the Parish of Lambeth, but now
of Hanover Place, Kennington, in the County of Surrey, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent under the Great Seal of the United Kingdom of Great Britain and
Ireland, bearing date at Westminster, the Twenty-ninth day of July, in the
eleventh year of Her reign, did, for Herself, Her heirs and successors, give
and grant unto me, the said Stopford Thomas Jones, my exors, adñors, and
assigns, Her special licence, full power, sole privilege and authority, that I;
the said Stopford Thomas Jones, my exors, admors, and assigns, and such
others as I, the said Stopford Thomas Jones, my exors, admors, and assigns,
should at any time agree with, and no others, from time to time. and at all
times hereafter during the term of years therein expressed, should and lawfully
might make, use, exercise, and vend, within that part of the United Kingdom
of Great Britain and Ireland called England, and Her Majesty's Dominions of
Wales, and Town of "Berwick-upon-Tweed, and also within the Islands of
Guernsey, Jersey, Alderney, Sark, and Man, and all Her Majesty's Plan-
tations and Colonies abroad, my "INVENTIONS OR IMPROVEMENTS IN STEAM
ENGINES, AND IN MACHINERY FOR PROPELLING VESSELS;" in which Letters Patent
there is contained a proviso requiring that I, the said Stopford Thomas
Jones, shall particularly describe and ascertain the nature of my said
Inventions or improvements, and in what manner the same is or are to be
performed, by an instrument in writing under my hand and seal, to be inrolled
in Her said Majesty's High Court of Chancery within six calendar months
next and immediately after the date of the now reciting Letters Patent.

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
Stopford Thomas Jones, do hereby declare that the nature of my said Inven-
tions and improvements, and the manner in which the same are to be per-
formed, are particularly described and ascertained in and by the present instru-
ment in writing under my hand and seal, in the words herein-after written, and
by reference to the Drawings hereunto annexed and herein-after referred to.
Now, my improvements are six in number, and refer,-
Firstly, to oscillating engines, the working gear of which I reduce and sim-
plify, particularly in oscillating marine engines, whereby a plain and simple
action and more ready means of working the engines are effected, the expence
of construction is lessened, and friction is greatly reduced.
Secondly, my improvements refer to the valves, which open and close the
ports by a peculiar arrangement, of which I give a "lead" to the eduction
port, so as to destroy quickly the elasticity of the steam by opening an early
freedom for the waste steam to escape through the exhaust passage.
Thirdly, my improvements refer to the main shaft, my new construction of
which I consider to be generally applicable to marine engines with either
oscillating or fixed cylinders, to prevent springing and torsion, and safely in
part or altogether to dispense with the upper framing and bearings which
support the main shaft, and to lessen the expense of construction.
Fourthly, my improvements also refer to paddle-wheels, by certain arrange-
ments in the construction of which the violent concussions of the floats on
entering the water are considerably lessened, the propelling resistance relative
to the power of the engines is increased and rendered more equable, the
tremulous motion of the vessel, resulting from the repeated shocks of the floats
on entering the water, is annihilated or nearly so, and the back water is greatly
diminished.
Fifthly, my improvements also refer to hollow cylindrical wheels, or hollow
wheels of any polygonal figure, by which a great buoyancy is occasionally
imparted to the wheels and vessel in relief of the engines, and a tendency
given to steady the vessel.
Sixthly, my improvements also refer to paddle floats, in the construction of
which I prefer using iron with a corrugated surface instead of that with a
plane surface.
Before I enter upon a description of my improvements relative to oscil-
lating engines, and particularly to oscillating marine engines, it may be proper
to state that there exist various modes of gearing to work marine engines,
whether connected with fixed or oscillating cylinders. All these modes of
gearing are so well known that it is not requisite to describe their construction

page_text: or application; but generally the working gear of oscillating marine engines
consist of two starting levers, two eccentrics, eccentric rods and levers, besides
other connections. All this gearing is in action when the engines are at
work, causing great complexity, friction, and liability to derangement. Now
I propose to abandon most of the working gear above stated, and instead
thereof to substitute my improvements herein specified. The application of
my improvements refers to all oscillating marine or locomotive engines. For
the more complete arrangements thereof I prefer the steam cylinders to oscil-
late from the base. I also prefer that the slide boxes be fixed on the sides of
the cylinders, over the inside gudgeons and bearings. I do not interfere with
the well-known formation of the steam cylinder, steam passages, and slide-
boxes. Now in my arrangement of the working gear in oscillating marine
engines, I raise a small iron frame of a suitable height on the bed-plate
between the two cylinders. I place a strong bar of iron horizontally on this
frame (which I call the gear bar), with substantial bearings well secured with
strong tight plummer blocks, near the extremities of this bar.
I then firmly
fix horizontally on both ends of the bar strong guides or sweeps of metal, of a
length to be ascertained by the length of stroke, and of a curve corresponding
with the motion of the cylinder. In the metal guides or sweeps I place
securely the friction rollers, or metal slides or blocks attached to the heads of
the slide rods, by which the slide valves are to be worked. Having thus
connected the "gear bar," guides or sweeps, and slides, I then attach a lever
(which I call the working lever) to the middle of the "gear bar " horizontally
and at right angles with the "gear bar," and of any desirable length to acquire
power over the slides. As the "working lever," gear bar," guides or sweeps,
and slide rods are all firmly connected and fixed together, the slide rods only
having a "to and fro" motion in the guides or sweeps, and corresponding
with the oscillation of the cylinders, it will be readily understood, that when
the working lever is elevated, the guides or sweeps assume an oblique direc-
tion, consequently the valves are immediately moved, and the engines work
upon the forward motion. When the working lever or guides are again
placed horizontally, then the steam ports are closed against the steam, and the
engines stop. Again, when the working lever is lowered, the guides or sweeps
take an opposite oblique direction, the valves open the steam ports, and the
5 reverse motion is obtained; and when the lever is lowered or raised between
any intermediate points, the "ease motion will be effected. Thus, the
"working lever" having a perfect and immediate command over the valves,
the "forward," "reverse," "ease," and "stop" motions are under the complete
and instantaneous control of the engineer. The correct adjustment of the
"
1966

page_text: valves is facilitated, regulated, and most truly ensured by this arrangement.
When the engines are at work there is no part of the gearing in motion
except the slides and rods to open and close the ports. Should I deem it
requisite to work one engine independent of the other, I can divide the "gear
bar" in the centre, and connect it with a coupling box secured by one or more
keys, or by any other well-known means, at the same time making the
working lever a double lever to form two separate levers or one at pleasure.
By this arrangement it will be understood that either engine can be worked
separately. The gearing as described may be applied to high pressure or
condensing engines; but when a condenser is placed between the two
cylinders, a bracket may be fixed on each side of the condenser to receive the
gear bar" and working gear, as already set forth, instead of the frame raised
upon the bed plate as before stated. The guides or sweeps as described may
also be applied to work the valves of locomotives with oscillating cylinders.
As the engines are readily worked with one lever, as described, a connection
may be made thereto, extending upwards to the deck; and by a wheel, lever,
or other means the engines may be easily worked on deck, and with perfect
safety.
Secondly, my improvement consists in regulating the valves to open and
close the steam ports. I do not interfere with the usual and general con-
struction of the slide-boxes, valves, and steam ports. However, I prefer long
steam ports to admit the steam suddenly, and to limit the action of the valves.
To attain my object to give an early "lead" to the eduction port, I so make
the concavity in the valve that when the piston is at either extremity of the
cylinder, the main crank being then verticle, and when the engines are
quiescent, the steam ports are closed against the inlet of steam; but I make
both ports open on the eduction sides, about five sixteenths of an inch, more or
less, into the cavity of the valve, and consequently leading into the main
exhaust passage.
On both the steam sides of the valves I would have an
overlap of three eighths of an inch, or a little less if preferred. Now it will
be distinctly understood, that when the valves are acted upon by raising or
lowering the working lever, the eduction port will continue to open into the
exhaust passage (having already a "lead" of five sixteenths of an inch before
the piston has arrived at the end of the cylinder, or before the main shaft
crank becomes vertical; and when the steam port begins to open, which will
be immediately after the main shaft crank is verticle, the eduction passage
will already have been closed against the steam port. When the main shaft
crank is quite horizontal, of course both ports are fully open; one as the
induction or steam port, the other as the eduction port leading to the exhaust

page_text: passage; but when the main shaft crank approaches a verticle position, the
valves alternate in their duty, and the new eduction port begins to open to
allow the escape of the waste steam, so that when the main shaft crank passes
its verticle position, the steam through the alternate or new steam port
must act with full force upon the piston. I am firmly convinced that the
mode of regulating the valves as described, and which will be rendered per-
fectly intelligible by the Drawings and references hereunto annexed, cannot be
productive of evil when the main shaft crank is verticle, or when the engines
are stopped in consequence of both steam ports being about five sixteenths of
an inch open to the exhaust passage, because they are at that instant both
closed against the inlet of steam. The early "lead" for the waste steam, in
conjunction with the great simplicity of the gearing and the immence reduc-
tion of friction, must be productive of the most beneficial results.
Thirdly, my improvements refer to adopting hollow main shafts (when
desirable) instead of solid main shafts. I prefer having only a strong bed
plate framing to receive the engines, which I consider will generally be found
quite sufficient without any upper framing above the bearings of the oscil-
lation; and to prevent the least possibility of springing, I propose to use
hollow shafts, of any desirable width, entirely or partly across the beam of the
boat, either round, square, or of any polygonal figure, made of wrought iron
plates rivetted together upon a wooden template. I prefer them of a radius
of about two thirds of the main crank, the sides of the cranks to be inserted
across the diameter of the shaft, and which may be strengthened with rings or
in any other manner if required. The hollow shaft may extend only to the
inner sides of the boat, a solid shaft of sufficient strength to be firmly and
securely attached to each end of the hollow shaft, to receive the paddle wheels
and to take the substantial bearings on the sides of the boat and the wheel
bearings inside the paddle-boxes. I consider a main shaft of the construction
described will not admit injurious springing, neither will the shaft be subject
to torsion. It will work more uniformly and truly, be more powerful, and not
be so heavy as the solid shaft now in general use.
Fourthly, my improvements extend to the propulsion of steam vessels.
Now it is more or less admitted that the common paddle wheel is distructive
of power. The concussions of the floats on entering the water vibrate and
shake the vessel throughout, and the floats by their lift of water on leaving it
destroy power and act as repellants. The object of my improvements for
propelling is to reduce those evils by adopting the following mode of con-
structing the wheel and adjusting the floats:-I divide the width of the wheel
into three or more parts, but I prefer a division into four parts; and the more

page_text: clearly to describe my plans, I call a section of my wheel one centre, with
arms and circles or rings united, which may be combined or made in any
usual well-known and appropriate manner, and of lighter substance than in
the ordinary wheel. The arms to receive the floats may be placed apart at
any approved distance, but I prefer the distance of the floats to be two feet
six inches. And in order to specify my improvements more clearly, I will
suppose the dimensions of a wheel to be constructed to be twenty feet in
diameter and eight feet six inches in width, and the floats two feet six inches
apart. I form five sections, each furnished with twenty-four arms or stays,
to receive the floats. I place and fix the sections on the shaft, so that all the
outward rings of the sections shall be two feet apart. Upon the three centre
sections, extending from the inner ring to the outward ring, I place stays of
iron seven and a half inches distant from each arm. The stays and the arms
are to receive the floats in the manner herein-after described. Instead of
paddle-wheel floats eight feet six inches in width, or divided into two parts
across the width of the wheel, (which has already been adopted, but without
much or any good result,) I prepare a number of floats two feet six inches in
width or thereabouts, and of any desirable depth of wood or iron, or of light
corrugated iron, with or without stays at the back, in form either flat, concave,
or convex; but I prefer a corrugated iron or a flat surface to the paddle-
floats. I place on the first and second sections one of the floats of the dimen-
sions already given. On the second and third sections I place another float
seven and a half inches distant from the first float. I then place a third float
on the third and fourth sections, also seven and a half inches distant from the
second float. I lastly place a fourth float on the fourth and fifth sections, also
seven and a half inches distant from the third float. The floats being thus
placed in like manner and at equal distances throughout the circumference of
the wheel, it will be observed that there will be an overlap of the floats of
four inches or less; and when the wheel is in full motion, with the floats
arranged as described, I believe that the accumulated propelling power will be
greater than if the floats were of the entire width of the wheel, as the same
column of water will be acting at right angles on the small floats, and the
effect of the lap of the floats seven and a half inches apart will also give
increased power; and as the repellant objections are so much diminished, it
must be admitted that, the floats successively entering the water seven and
a half inches apart, with a lap of four inches or less throughout the circum-
ference of the wheel, there can scarcely be any perceptible concussion of the
floats in coming in contact with the water. The propelling power relative to
the engines will be perfectly uniform and equable in the entire revolution of

page_text: the wheel, and the great lift of back water will be reduced to a fraction.
Therefore, I consider that these improvements are conclusive proofs of the
advantages set forth. Also I believe that a narrow wheel, with the modifi-
cations stated, will be a more effective propeller than a wheel one fifth wider
with undivided floats, or floats divided into two parts. Narrow floats are more
readily reefed, removed, or replaced than wide floats.
extend one foot or more beyond the periphery of the wheel, and to recede one
foot or more within it, thus reefing the wheel two feet or more.
The mecha-
nical construction of the wheel described will be stronger than the paddle
wheel in ordinary use, and need not be heavier.
They may be made to
Fifthly, in the construction of wheels I also purpose to make the centre of
the wheel a large water-tight hollow cylinder, or a hollow polygon with a tube
in the centre, to slide in the main shaft, and there to be fastened by a key or
otherwise, the floats to be fixed to the circumference of the wheel in the
manner delineated and set forth in the Drawings hereunto annexed. My
objects in adopting wheels of this construction are, to give buoyancy to the
boat when rolling, to relieve the engines, and steady the vessel. In sea-
going boats under canvass the wheels can be readily raised out of the water
by disengaging them from the main shaft. In case of shipwreck they may
converted into rafts, and in the event of war would be less liable to injury by
shot. These wheels I call drum wheels.
be
Sixthly, my alterations refer to paddle-floats, which should be light, strong,
and easily moved. Therefore I purpose to have them made of corrugated
iron, with or without light iron stayes at the back, believing they will in a
slight degree assist in the advantages already described under the fourth head
of this Specification. At the same time, I do not restrict myself to corrugated
iron paddle-floats only.
In further compliance with the said recited proviso, I annex Drawings of
my improvements, with a detailed reference thereto.
Figure 1. A, B, represents a section of a boat; a, hollow shaft; b, "work-
ing lever; c, index to working lever; d, gear bar; e, plummer blocks and
bearings to gear bar; f, guides or sweeps to work slide valves; g, slide rods;
h, wheels; i, the upright framing on bed plate to receive the " gear bar."
Figure 2 represents a side view of one engine with the working gear.
a, verticle section of main shaft; b; working lever; c, index to working lever;
d, verticle section of gear bar; e, plummer blocks to gear bar; f, guides or
sweeps to work slide valves; g, slide rods; h, wheel; i, the upright framing
on bed plate to receive the "gear bar."
Figure 3 represents part of the working gear. 6, working lever "for-

page_text: ward"
motion; b, working lever " stop" motion; b³, working lever "reverse
motion;" f, guides or sweeps to work slide valves.
Figure 4, plan view of engines and working gear. a, hollow shaft ;
b, working lever; c, index to working lever; d, gear bar; e, plummer blocks
on the upright frame to secure the gear bar; f, guides or sweeps; g, slide
rods and blocks or rollers; i, the upright framing on bed plate to receive the
gear bar.
Figure 5, verticle section of a hollow polygonal shaft, to be made of wrought
iron on a template, and to be rivetted at the angles.
Figure 6, a plan and verticle section of a hollow cylindrical or "drum
wheel.", aperture or tube for main shaft; k, a strong plate of iron; l, plates
of iron rivetted together; m, man hole.
Figure 7, an outside section of wheel.
Figure 8, an inner section of wheel with the additional stays.
Figure 9, slide valve. a, steam ports; b, exhaust passage; c; ports open to
the exhaust passage about five sixteenths of an inch; d, lap on steam sides
about three eighths of an inch.
First, I claim the construction, arrangement, and combination of the
gearing by the mode described to effect the action of the guides or sweeps for
working the steam valves in all marine and locomotive oscillating engines.
Secondly, I claim the peculiar arrangement described for modulating the
valves, by which an early and free vent is given to the eduction port, and the
waste steam promptly expelled. I also claim the working gear described in
combination with the valve herein described to ensure an "early lead" to the
eduction steam.
Thirdly, in the construction of hollow main shafts I do not claim the use of
hollow cylindrical shafts to work any screw propeller, believing the same
application to be already in use; nor do I claim the adoption of a solid main
shaft across the boat without framing to support it, as the same has been done
before. But I do claim the construction and adoption of wrought iron hollow
main shafts, in form cylindrical, square, or polygonal, either in the entire
width, or in part across the beam of the boat, to work paddle wheels, and,
excepting the disclaimer stated, to work all description of propellers.
Fourthly, I claim the construction of the wheel as described. I claim the
division of the float as described into three or more parts, and their combination
with the construction of the wheel. I claim the regulated uniform distances
of the floats apart from each other to be from six to nine inches inclusive, which
will ensure the best propulsive power, lessen the vibration and the lift of back

page_text: water. I do not claim a division of the floats into two parts, as such has
already been done, as well as other divisions, all of them being essentially
different from my improvements herein set forth.
Fifthly, I also claim the construction of hollow cylindrical wheels, and
hollow wheels of any polygonal figure, in combination with floats, for the pur-
poses herein-before described.
Sixthly, I claim the use of corrugated iron for paddle-floats for the pro-
pulsion of vessels.
In witness whereof, I, the said Stopford Thomas Jones, have hereunto
set my hand and seal, the Twenty-eighth day of January, in the year
of our Lord One thousand eight hundred and forty-eight.
STOPFORD THOMAS (L.s.) JONES.
Signed, sealed, and delivered by the
within-named Stopford Thomas Jones,
in the presence of
T T T
uuary,
in the year of our Lord 1848, the aforesaid Stopford Thomas Jones came
before our said Lady the Queen in Her Chancery, and acknowledged the
Specification aforesaid, and all and every thing therein contained and specified,
in form above written. And also the Specification aforesaid was stamped
according to the tenor of the Statute made for that purpose.
Enrolled the Twenty-ninth day of January, in the year of our Lord One